An early (turn of the century) view of passengers boarding an Illinois Central Suburban train before the line was converted from steam to electric in 1926. I am not certain of the location, but it may be in Hyde Park.
Today, we are ringing in 2023 with a bevy of classic traction images from many far-flung places for your enjoyment.
Later this month, the Trolley Dodger blog will begin its ninth year. This year, we expect to make our 300th post, and will reach one million page views. When we began this journey, these things hardly seemed possible, but here we are, in large part thanks to you, our readers.
January is traditionally the month when we ask our readers for donations to keep this site going. If you enjoy what you see here, we hope you will consider making a contribution via the link at the end of this post. The expenses we incur, in order to bring you the finest and most interesting traction pictures, are considerable and ongoing. Our research costs a lot, but you see the results here and in our four Arcadia Publishing books, which we hope make a modest contribution to society. If you have contributed to our efforts, we are most appreciative, and if you have not, we hope you will consider it.
We are pleased to report that our latest book The North Shore Line is now 100% complete and has gone to press. The publication date is February 20, 2023, and we are now taking pre-orders. You will find more information about that at the end of this post (and our Online Store). To date, we have received orders for 102 copies.
Our friend Kenneth Gear now has a Facebook group for the Railroad Record Club. If you enjoy listening to audio recordings of classic railroad trains, whether steam, electric, or diesel, you might consider joining.
FYI, the Hoosier Traction Facebook Group celebrates electric transit in Indiana and the Midwest. It also supports the activities of the annual Hoosier Traction Meet in Dayton, OH (although not affiliated with the North American Transit Historical Society, which organizes that event).
Indiana Railroad lightweight high-speed car 71 is at the Indianapolis Terminal on August 11, 1940.
Indiana Railroad high-speed car 58 (described as a “parlor car”) is at the Indianapolis Terminal yards on August 11, 1940.
Philadelphia streetcar 8026 is at Church Road in Glenside, PA on February 22, 1941, operating on Route 6.
CTA/CSL 7001 and 4001 at South Shops, circa 1958. This was scanned from a red border Kodachrome slide, and by early 1958, those mounts were replaced by more modern ones. In the last days of Chicago streetcars, there were some PCCs in dead storage due to accidents or mechanical issues. The red car at right is a trailer in the 8000-series. The body of 4001 is now at the Illinois Railway Museum, but 7001 was scrapped in 1959.
North shore Line 721 is at the back end of a Central Electric Railfans’ Association fantrip that is making a photo stop at the Zion station.
North Shore Line freight loco 451. Don’s Rail Photos notes, “451 was built in 1907 by Alco, #44387, and General Electric, #2697. It was retired in February 1948 and sold for scrap in March 1949.”
Ravinia Park was built by the Chicago and Milwaukee Electric, predecessor of the North Shore Line. Here is a view of the original music pavilion.
There was once an A branch on the MBTA Green Line in Boston– the Watertown line, which shared some trackage with the B branch to Boston College. PCC streetcars were replaced by buses on June 20, 1969, and this photo by Robert A. Newbegin was taken that same month. Various reasons have been cited for the change, including an equipment shortage. But this view in the Newton Corner neighborhood shows another issue– the inbound PCC, shown crossing over a highway, is going against the flow of one way traffic. Still, this trackage remained in place until 1994, for non-revenue streetcar access to Watertown Yard.
Kansas City Public Service PCC 535 on the Dodson line. The type of slide mount for this red border Kodachrome dates it to circa 1955-57. Car 535 was built by the St. Louis Car Company in 1947, and Kansas City abandoned streetcars in 1957. They have since opened modern streetcar lines.
Illinois Terminal car 415 at the Illinois Electric Railway Museum in North Chicago on February 21, 1960.
The view looking west along Van Bure Street under the Loop “L” on July 24, 1957. The “L” went further west from here until 1955, when a new connection was built through the old Wells Street Terminal a short distance north of here. The Insurance Exchange building is at right.
Philadelphia Suburban Transportation Company (aka Red Arrow) car 63 has turned north at Llanerch Junction on May 30, 1964. It was most likely operating on the Ardmore line, which was converted to bus on December 30, 1966. Kenneth Achtert adds, “PSTC #63 is indeed on the Ardmore Division (having just turned off of West Chester Pike) probably on a fantrip, as May 30, 1964, was a Saturday (and Memorial Day weekend).”
SEPTA (Red Arrow) double-ended car 19 at the 69th Street Terminal storage yard on August 9, 1971. It was built by the St. Louis Car Company in 1949, and although it looks like a PCC car, it is not considered one, as it has standard motor components.
A North Shore Line Electroliner heads southbound at North Chicago Junction on January 12, 1963, just over a week prior to abandonment.
Chicago Aurora and Elgin freight loco 2002 at Wheaton on August 6, 1939. Scanned from the original negative. (LaMar M. Kelley Photo)
Chicago Aurora and Elgin car 130 (ex-North shore Line) on April 13, 1943. (Malcolm D. McCarter Photo)
Chicago Aurora and Elgin 600 (ex-Washington, Baltimore & Annapolis) and line car 5, on a Central Electric Railfans’ Association fantrip.
This time card for the Batavia branch of the Aurora, Eglin and Chicago (predecessor of the CA&E) dates to 1905, when the interurban began running trains to downtown Chicago over the Metropolitan West side “L”.
Chicago Aurora and Elgin steel cars 412 and 416 are at the DesPlaines Avenue Terminal in Forest Park on July 23, 1955. After CA&E cut back service to here in 1953, riders could make a cross-platform change to ride the CTA Garfield Park “L” downtown, after paying another fare.
Chicago Aurora and Elgin 416 at the DesPlaines Avenue Terminal in Forest Park on July 23, 1955. This is the view from the opposite direction as the last photo. There were two sets of platforms. The CA&E dropped off passengers at one platform, then traveled a short distance to pick others up at the other platform. CTA trains looped via a wooden trestle that went over the CA&E just west of here. This arrangement continued until the CA&E abruptly abandoned passenger service in the middle of the day on July 3, 1957. The CTA reconfigured the terminal and yard area in 1959, in conjunction with construction of the nearby expressway.
Lehigh Valley Transit
During the first half of the 20th century, Lehigh Valley Transit operated an interurban line known as teh Liberty Bell route between Allentown, Pennsylvania and Philadelphia. 42 miles of the route were on LVT trackage, with the remaining 13 miles going into Philadelphia via shared trackage on the Philadelphia and Western.
The line ran through a lot of farmland and open areas, with numerous stops in small towns along the way. Several of the station buildings still exist.
The Liberty Bell line is considered one of the classic American interurbans, and had somewhat of a Midwestern character despite being located in Pennsylvania. Like many other interurbans, it fell into a decline due to the Great Depression and the rise of the automobile, but rather than pack it in, LVT decided to modernize in 1938. Several lightweight high speed cars were purchased second hand and helped keep the line going for more than a dozen additional years.
Traffic was good during World War II, but went into an irreversible decline after the war. With new highways siphoning off traffic, the interurban had no future and was abandoned in 1951. Even the replacement bus service did not last.
Here are some classic views of LVT interurbans and city streetcars. Nearly all were scanned from original negatives or slides.
A Lehigh Valley Transit lightweight high-speed car is southbound on the Philadelphia and Western, crossing over Matson Ford Road, approaching Conshohocken Road station in January 1947. (David H. Cope Photo)
A Liberty Bell Limited train leaving Allentown, PA. The interurban ran to Philadelphia until 1949, partially via the Philadelphia and Western. For the last two years, service was cut back to Norristown until the 1951 abandonment.
Some Lehigh Valley Transit freight motors are at the Philadelphia and Western’s Norristown Terminal on a foggy day. The P&W connected with the Liberty Bell interurban route that continued to Allentown until 1951.
LVT 1023 (at left) has just passed another car on the streets of Norristown. The Pennsylvania license plate on the auto would indicate we are in an odd-numbered year (1947, 1949, or 1951). Kenneth Achtert: “#1023 is on Marshall siding with the Reading Railroad Elm Street yard to the right.”
LVT 1030 at the Allentown depot.
LVT 1023 at the Allentown depot.
Lehigh Valley Transit’s Liberty Bell interurban was abandoned in September 1951, but the company still had various streetcar lines in the Allentown and Bethlehem area that continued. Here, we see LVT 357, operating on a stretch of Gillmore Street line private right of way known as the “Race Track.” This picture was taken on October 26, 1952, the last day of streetcar service on the South Bethlehem Division (and there is a notice of the service change on the telephone pole at right). The last LVT streetcar ran in 1953.
LVT 963 passes a Liberty Bell car at the Allentown depot, while passengers board for the trip to Philadelphia.
An LVT Liberty Bell car is on a passing siding in Norristown, adjacent to a Reading Railroad yard for its electrified commuter rail service to Philadelphia. While the Liberty Bell line is long gone, commuter rail service to Norristown continues under SEPTA. Kenneth Achtert adds, “on Marshall siding NB with (Reading Railroad) Elm Street yard to the right.”
LVT city streetcar 908, signed for Fullerton. Don’s Rail Photos: “908 was built by Brill Car Co in February 1917, #20206. It was rebuilt.”
LVT 917, signed for the South Bethlehem route. Don’s Rail Photos: “917 was built by Brill Car Co in February 1917, #20206. It was rebuilt.”
A southbound LVT Liberty Bell car on 8th Street crosses Walnut Street in Allentown.
LVT Liberty Bell car 1005. Don’s Rail Photos: “1005 was built by Cincinnati Car in June 1930, #3050, as C&LE 123. It was sold to LVT as 1005 in 1938 and scrapped in 1952.”
LVT city streetcar 924. It was built by Brill, around the time 1917-1919.
LVT city streetcar 927, signed for Albright. Don’s Rail Photos: “927 was built by Brill Car Co in February 1919, #20706. It was rebuilt.”
LVT city streetcars 908 (at right), and possibly 413 at left.
LVT city streetcar 908, signed for Albright.
This is an amazing photograph. LVT 1001 is northbound in Norristown, passing the Rambo House Hotel. I assume this was a short distance from where the Liberty Bell met the Philadelphia and Western line. There is a circa 1950-51 Ford parked at right. The car sign just says Express instead of Philadelphia Express, as LVT cut back passenger service to Norristown in 1949. Their fleet of second-hand high speed cars was wearing out, in part due to having to climb hills in Pennsylvania, instead of the flat Midwest prairies they were designed to traverse. The car at left may have a 1951 Pennsylvania license plate, indicating this picture may have been taken shortly before the abandonment of rail service.
This picture was taken at the same location, and same time, as the previous image. We are in Norristown on Swede St. with Airy St. in the background, not far from the point where the LVT Liberty Bell line met the Philadelphia and Western. LVT 1002 is an outbound Allentown Limited. Kenneth Achtert: “#1002 is not yet headed to Allentown, but is backing up on Swede St. about to turn onto Airy St. (note that the front-end pole is up). These single-ended cars would unload at the Norristown Terminal (after through operation was halted) then would back up the 3-4 blocks on Swede and Airy Streets to Rink Loop, back around the loop, then back to the Terminal (now facing north) for the trip to Allentown.”
LVT 1021 is operating as a northbound Allentown Limited. Most of the Liberty Bell route was single tracked, with passing sidings. This is Acorn Siding, located by Normandy Farms in Blue Bell, PA.
The photographer took this picture while riding in a southbound Liberty Bell train on Markley Street in Norristown. Most of this was single track and we are on a passing siding. The northbound car approaching us could be 1021, and the picture probably dates to 1949-51, as the sign on the approaching car does not say Philadelphia. The Reading Company’s Elm Street commuter train station is off to the right.
This LVT Philadelphia Limited car is at Nace Siding, which Wikipedia says was “in open country just north of Souderton and the Souderton carbarn.”
Another picture at Nace Siding. The car is LVT 1008.
This LVT car is signed as a Norristown Local, which dates the picture to circa 1949-51. Not sure of the exact house number location on Airy Street in Norristown, but it has just crossed Cherry Street.
A rear end view of LVT 1030 on Airy Street in Norristown, about to turn onto Swede Street towards the Philadelphia and Western station. As this car originally came from the Indiana Railroad, it was slightly different than the other lightweight high-speed cars, which started out as Cincinnati and Lake Erie “Red Devils.” The IR cars were designed for multiple-unit operation, while the C&LE cars were not. Therefore, car 1030 had a more squared off back end. The C&LE cars were more rounded.
Another shot of LVT 908, signed for Fullerton.
Original Slides For Sale
My friend Jeff Wien passed away nearly two years ago, and I inherited his extensive slide collection, which takes up a lot of space. His interests were very wide-ranging, far more so than mine. One of my resolutions for 2023 is to start going through this collection systematically and decide what to keep, and add to my own collection. Simply leaving all these slides in boxes does not do anyone any good.
It is a fact of life that you can’t keep everything and you can’t take it with you. Since the Trolley Dodger blog has ongoing expenses, and my book projects cost real money, I have decided to sell some of these slides to help defray expenses and de-clutter. Here are the first 30 slides I have listed on eBay. The process of going through these will take several years. I can still post the scanned images to the blog, as I have done below.
Most of the slides below were taken by the late James J. Buckley (1918-1994), who was an excellent photographer.
We continue to purchase prints, slides, and negatives for what we consider our core collection, which we hope will eventually end up at a proper institution that can make good use of it. Those things that do not fit into our core collection can be sold, and the proceeds will help in our overall efforts.
Chicago, Rock Island and Pacific Railroad 1974 Original 35mm Kodachrome Slide Subject: CRI&P 652-610-654 and 14 cars on train 5, intercity service to Rock Island, IL Location: Chicago IL Date: May 4, 1974 Photographer: James J. Buckley This is slide EBA030 in our internal filing system. From the Wikipedia: By the time Amtrak was formed in 1971, the once-proud Rock Island was down to just two intercity trains, the Chicago-Peoria Peoria Rocket and the Chicago-Rock Island Quad Cities Rocket, both of which now operated entirely within the borders of Illinois. However, the Rock Island opted against joining Amtrak, in part because the government assessed the Amtrak entrance fee based upon passenger miles operated in 1970. After concluding that the cost of joining would be greater than remaining in the passenger business, the railroad decided to “perform a public service for the state of Illinois” and continue intercity passenger operations. To help manage the service, the Rock Island hired National Association of Railroad Passengers founder Anthony Haswell as managing director of passenger services. The last two trains plied the Rock Island’s Illinois Division as the track quality declined from 1971 through 1977. The transit times, once a speedy 2½ hours in the 1950s, had lengthened to a 4½ hour run by 1975. The State of Illinois continued to subsidize the service to keep it running. The track program of 1978 helped with main-line timekeeping, although the Rock Island’s management decreed that the two trains were not to delay freight traffic on the route. By this time, both once-proud trains were down to just two coaches, powered by EMD E8 locomotives entering their second decade of service. With the trains frequently running with as many paying passengers as coaches in the train, Illinois withdrew its subsidy, and the two trains made their final runs on December 31, 1978. Link to eBay Listing
Santa Teresa Tram Rio de Janeiro Original 1974 35mm Kodachrome Slide Subject: CTCG 6 Location: Carioca (R10) Date: March 17, 1974 Photographer: James J. Buckley Link to eBay Listing
Amtrak Conrail Train Valpo Local 1971 Original 35mm Kodachrome Slide Subject: CR 5780-5603 plus 3 commuter train to Valparaiso, IN Location: Chicago IL Date: May 14, 1977 Photographer: James J. Buckley From the Wikipedia: The Calumet, also commonly called the Valpo Local, was a 43.6-mile (70.2 km) passenger train route operated by Amtrak between Chicago and Valparaiso, Indiana. Despite Amtrak’s mandate to provide only intercity service, the Calumet was a commuter train. Transferred from Conrail in 1979, the full route was shared with Amtrak’s Broadway Limited until 1990; the Calumet was discontinued the next year. Link to eBay Listing
Bolton Tram 66 Original 1985 35mm Kodachrome Slide UK Subject: Bolton Tram 66 Location: Fleetwood (on Blackpool Tramway, UK) Date: July 14, 1985 Photographer: James J. Buckley From The Bolton News: The Bolton 66 tramcar was built in 1901 as an open top eight-wheel double deck bogie tram by the Electric Railway and Tramway Carriage Works in Preston. Bolton 66, the only tram in Blackpool Transport’s Heritage Tramcar fleet which does not originate in Blackpool, is well over one hundred years old and is still in good running order but that has not always been the case. At the beginning of the 1960’s, Alan Ralphs and Bolton-born Derek Shepherd took the decision to attempt to restore the Bolton tramcar. After more than 40 years serving the people of Bolton, the tramcar spent twenty years as a semi derelict bodyshell on a farm on the moors above Bolton. However, with lots of enthusiasm, a group led by the duo, professional electrical engineer Derek Shepherd and supported by Alan Ralphs, spent many hours to completely restore the tram to a new condition taking them 18 years to complete. In June 1981 the tram was moved to Blackpool and started to operate on the seafront, where it has remained for the last 41 years, due to Covid the 40th anniversary was postponed until this year. Link to eBay Listing
Chicago, Rock Island and Pacific Railroad 1971 Original 35mm Kodachrome Slide Subject: CRI&P 664 and 6 cars, commuter train to Blue Island Location: 47th Street, Chicago IL Date: September 8, 1971 Photographer: James J. Buckley From the Wikipedia: Chicago commuter service The Rock Island also operated an extensive commuter train service in the Chicago area. The primary route ran from LaSalle Street Station to Joliet along the main line, and a spur line, known as the “Suburban Line” to Blue Island. The main-line trains supplanted the long-distance services that did not stop at the numerous stations on that route. The Suburban Line served the Beverly Hills area of Chicago as a branch leaving the main line at Gresham and heading due west, paralleling the Baltimore and Ohio Chicago Terminal Railroad passenger line before turning south. The Suburban Line made stops every four blocks along the way before rejoining the main line at Western Avenue Junction in Blue Island. From the 1920s on, the suburban services were operated using Pacific-type 4-6-2 locomotives and specially designed light-heavyweight coaches that with their late 1920s build dates became known as the “Capone” cars. The suburban service became well known in the diesel era, as the steam power was replaced, first with new EMD FP7s and ALCO RS-3s, with two Fairbanks-Morse units added later. In 1949, Pullman-built 2700-series cars arrived as the first air-conditioned commuter cars on the line. In the 1960s, the Rock Island tried to upgrade the suburban service with newer equipment at lower cost. Second-hand Aerotrains, while less than successful in intercity service, were purchased to provide further air-conditioned accommodations that had proven popular with the 2700 series cars. When the Milwaukee Road purchased new Budd Company stainless-steel, bilevel cars in 1961, the Rock Island elected to add to a subsequent order and took delivery of its first bilevel equipment in 1964. Power for these new cars was provided by orphaned passenger units: three EMD F7s, an EMD E6, and the two EMD AB6s. The engines were rebuilt with head end power to provide heat, air conditioning, and lighting for the new cars. In 1970, another order, this time for Pullman-built bilevel cars arrived to further supplement the fleet. To provide the power for these cars, several former Union Pacific EMD E8 and EMD E9 diesels were also rebuilt with head end power and added to the commuter pool. The outdoor passenger concourse and platforms of LaSalle Street Station as built and operated by Metra. The trains shown are commuter runs to Blue Island and Joliet, Illinois. The commuter service was not exempt from the general decline of the Rock Island through the 1970s. Over time, deferred maintenance took its toll on both track and rolling stock. On the Rock Island, the Capone cars were entering their sixth decade of service and the nearly 30-year-old 2700s suffered from severe corrosion due to the steel used in their construction. LaSalle Street Station, the service’s downtown terminal, suffered from neglect and urban decay with the slab roof of the train shed literally falling apart, requiring its removal. By this time, the Rock Island could not afford to replace the clearly worn-out equipment. In 1976, the entire Chicago commuter rail system began to receive financial support from the state of Illinois through the Regional Transportation Authority. Operating funds were disbursed to all commuter operators, and the Rock Island was to be provided with new equipment to replace the tired 2700 series and Capone cars. New Budd bilevels that were near copies of the 1961 Milwaukee Road cars arrived in 1978. New EMD F40PH units arrived in late 1977 and, in summer, 1978, briefly could be seen hauling Capone cars. The Rock Island’s commuter F and E units were relegated to freight service or the scrapyard. With the 1980 end of the Rock Island, the RTA purchased the suburban territory and remaining Rock Island commuter equipment from the estate, while the Chicago and North Western Railway took over operations for a year before the RTA began operating it directly in 1981. LaSalle Street Station was torn down and replaced with the Chicago Stock Exchange building, with a smaller commuter station located one block south of the old station. The RTA gradually rebuilt the track and added more new equipment to the service, leaving the property in better shape than it was in the Rock Island’s heyday, albeit with less track. The Rock Island District, as the Rock Island’s suburban service is now known, now operates as part of Metra, the Chicago commuter rail agency. Our resident South Side expert M.E. adds, “Your (or maybe the Wikipedia) text says “The Suburban Line served the Beverly Hills area of Chicago as a branch leaving the main line at Gresham and heading due west, paralleling the Baltimore and Ohio Chicago Terminal Railroad passenger line before turning south.” The wording “paralleling the B&OCT RR passenger line” is not precise. On a sheet of paper, maybe the CRI&P and the B&OCT ran parallel, but in reality, they shared the ground-level trackage for about a mile. The CRI&P’s first station on the Suburban Line (after leaving the Main Line) was at 89th and Loomis (1400 W.). It was (and still is) called Brainerd. One block of Loomis, between 89th and 90th Sts., became a business district. Just as the commuter lines to the north and west saw the development of business districts around commuter train stations, the CRI&P Suburban Line brought about business districts at Brainerd, 95th St., 99th St., 103rd St., and 111th St. At the western end of that shared mile, about a block west of Ashland Ave. (1600 W.), the B&OCT turned north while the CRI&P turned south. At the eastern end of the shared mile, a few blocks west of Vincennes (which at that point was about 1000 W.), the B&OCT kept going east while the CRI&P Suburban Line ascended to the Main Line and turned north. Way back (I’m talking about 1950 and earlier), the Halsted St. streetcar line went south on Vincennes, eventually ending at 111th and Sacramento (3000 W.) where it served a row of cemeteries along 111th. Southbound along Vincennes, at 89th St., having just gone under the CRI&P overhead Suburban Line junction with the Main Line, the streetcar line diverged from the street itself onto its own private right-of-way adjacent to the CRI&P Main Line. So 89th and Vincennes was at one time a nice place to watch railroad and streetcar activity.” Link to eBay Listing
Amtrak Turboliner RTG 1978 Original 35mm Kodachrome Slide Subject: Amtrak RTG 6715, train 334 Location: Chicago, IL on route to Milwaukee Date: April 15, 1978 Photographer: James J. Buckley Link to eBay Listing
mtrak RDC Train 1974 Original 35mm Kodachrome Slide Subject: Amtrak RDCs 31-30-10, Train 370 Location: Cicero, IL (between Dubuque and Chicago) Date: June 24, 1974 Photographer: James J. Buckley Link to eBay Listing
Santa Teresa Tram Rio de Janeiro Original 1974 35mm Kodachrome Slide Subject: CTCG 7 Location: Carioca (R10) Date: March 17, 1974 Photographer: James J. Buckley From the Wikipedia: The Santa Teresa Tram, or Tramway (Portuguese: Bonde de Santa Teresa, IPA: [bõˈdʒi dʒi ˈsɐ̃tɐ teˈɾezɐ]), is a historic tram line in Rio de Janeiro, Brazil. It connects the city centre with the primarily residential, inner-city neighbourhood of Santa Teresa, in the hills immediately southwest of downtown. It is mainly maintained as a tourist attraction and is nowadays considered a heritage tramway system, having been designated a national historic monument in 1985. The line has a very unusual gauge: 1,100 mm (3 ft 7+5⁄16 in). The main line is 6.0 kilometres (3.7 miles) long. Having run continuously since its opening in 1877 (except for a 2011–15 suspension), it is one of the oldest street railway lines in the world and having been electrically powered since 1896, it is the oldest electric railway in all of Latin America. For many years it was also the only remaining metropolitan tram system in Brazil. The only other original tram systems in the country to have survived past 1971 are the Campos do Jordão interurban tram/light rail line, which continues to operate today, and the Itatinga line (near Bertioga), a rural and non-public tram line which had ceased operation as a tramway by 2017. All other cities closed their systems by 1971 (Santos being the last), but since that time, three towns, Belém, Campinas and Santos, have reinstated trams as heritage services. Rio de Janeiro opened a modern light rail/tram system in 2016. Link to eBay Listing
Pittsburgh PAT PCC 1751 1974 35mm Kodachrome Slide Subject: Pittsburgh PAT PCC 1751 Location: Broadway near Neeld, Beechview, 42/38 route Date: May 21, 1974 Photographer: James J. Buckley Link to eBay Link
Santos Tramways São Paulo Brazil Original 1965 35mm Kodachrome Slide Subject: Serviço Municipal de Transportes Coletivos car 216 Location: Santos Date: March 12, 1965 Photographer: James J. Buckley Link to eBay Listing
Amtrak Turboliner RTG 1974 Original 35mm Kodachrome Slide Subject: Amtrak RTG 63-95-94-93-62 Location: Bloomington IL (on Chicago-St. Louis route) Date: November 2, 1974 Photographer: James J. Buckley Amtrak took over much of the nation’s rail passenger service in 1971, and the Turboliners were an attempt to modernize. Ultimately, they proved unsuccessful for a variety of reasons, and were withdrawn from service in 1981. Some were rebuilt and were used in the Northeast Corridor from 1988-1994. Link to eBay Listing
Milwaukee Road Electrification E71 1970 Original 35mm Kodachrome Slide Subject: Milwaukee Road E71 Location: East end of Butte, MT yard Date: October 2, 1970 Photographer: Unknown The Milwaukee Road operated an extensive system of electric freight in its Pacific Extension in the northwestern United States between 1914 and 1974. Link to eBay Listing
Southern Pacific 4449 Steam Loco “Daylight” 1991 Original 35mm Kodachrome Slide Subject: SP 4449 Location: Benecia Date: May 17, 1991 Photographer: Unknown From the Wikipedia: Southern Pacific 4449, also known as the Daylight, is the only surviving example of Southern Pacific Railroad’s “GS-4” class of 4-8-4 “Northern” type steam locomotives and one of only two GS-class locomotives surviving, the other being “GS-6” 4460 at the National Museum of Transportation in St. Louis, Missouri. GS is an abbreviation of “General Service” or “Golden State,” a nickname for California (where the locomotive was operated in regular service). The locomotive was built by Lima Locomotive Works in Lima, Ohio for the Southern Pacific in May 1941; it received the red-and-orange “Daylight” paint scheme for the passenger trains of the same name which it hauled for most of its service career. No. 4449 was retired from revenue service in 1956 and put into storage. In 1958, the Southern Pacific donated the locomotive to the City of Portland, Oregon. The City then put the locomotive on static display in Oaks Amusement Park, where it remained until 1974. After this, No. 4449 was then restored to operation for use in the American Freedom Train, which toured the 48 contiguous United States as part of the nation’s 1976 Bicentennial celebration. The locomotive has operated in excursion service throughout that area since 1984. The locomotive’s operations are based at the Oregon Rail Heritage Center in Portland, Oregon where it is maintained by a group of volunteers named the Friends of SP 4449. In 1983, a poll of Trains magazine readers selected 4449 as being the most popular locomotive in the United States. Link to eBay Listing
Southern Pacific 4449 Steam Loco “Daylight” 1984 Original 35mm Kodachrome Slide Subject: SP 4449 Location: Unknown Date: May 8, 1984 Photographer: Unknown Link to eBay Listing
Illinois Central City of New Orleans 1966 Original 35mm Kodachrome Slide Subject: IC 4020-4015 Location: Chicago IL Date: July 10, 1966 Photographer: James J. Buckley From the Wikipedia: The City of New Orleans is an Amtrak passenger train which operates on an overnight schedule between Chicago and New Orleans. The train is a successor to the Illinois Central Railroad’s Panama Limited. The original City of New Orleans began in 1947 as part of the Illinois Central Railroad, and was the longest daylight run in the United States. The daylight train under that name ran through 1971, when it was moved to an overnight schedule as the Panama Limited. The present name was brought back in 1981, still on an overnight schedule. The train is the subject of the bittersweet 1971 song “City of New Orleans”, written by Steve Goodman. The train operates along a route that has been served in one form or another for over a century. The Panama Limited originally ran from 1911 to 1971, though the IC ran Chicago-New Orleans trains since the turn of the century. Additional corridor service is provided between Chicago and Carbondale, Illinois–the northern leg of the route–by the Illini and Saluki. Link to eBay Listing
Sao Paulo Brazil CMTC Tram 1807 ex-NYC 1965 Original 35mm Kodachrome Slide Subject: CMTC 807 (ex-Third Avenue Railway System, NYC) Location: Sao Paulo, Brazil Date: March 11, 1965 Photographer: James J. Buckley From http://www.tramz.com: Additions in later years included 75 center-door cars, called centex in São Paulo, acquired second-hand in 1947 from the Third Avenue Transit System in New York. Third Avenue Railway had built them for conduit operation in 1938; trolley poles were added in São Paulo, doors were removed on one side and they were numbered 1701-1849. These “Huffliners” ran twice as long in São Paulo as in New York. In 1947 the São Paulo tramway system had 689 trams: 252 single-truck open motors, 28 single-truck open trailers, 153 double-truck open motors, In 1960 CMTC announced that it would rid the city completely of trams by 1968. The Santa Amaro route, which ran mostly on private right-of-way, would be converted to rapid transit. Several short routes were abandoned in the early 1960s: Barra Funda, Vila Prudente, Brésser, Bosque, Jardim Paulista. After 1963 open trams ran only on the Belém line – it had no turning loop, so required double-end cars. July and August 1966 saw the abandonment of most of the major tram routes in the city: Lapa, Penha, Belém, Pinheiros, Perdizes, Angélica, São Judas Tadeu. In January 1967 the end came to the others: Ipiranga, Fábrica, Casa Verde and Alto da Vila Maria. Only the Santo Amaro line remained. Its inner terminus was cut back to Vila Mariana and henceforth São Paulo, like Rio de Janeiro, had only one standard-gauge trolley line running in an obscure area at the edge of town. On 27 March 1968, with thousands of weeping paulistas lining the route, a cortège of 12 camarões made a final roundtrip to Santo Amaro and ended 96 years of tram service in the city. Link to eBay Listing
Toronto Streetcar TTC ALRV 4201 1988 Original 35mm Kodachrome Slide Subject: TTC ALRV 4201 Location: Lake Shore and Symons, Etibicoke, Ontario Date: May 30, 1988 Photographer: James J. Buckley Link to eBay Listing
Illinois Central City of New Orleans 1966 Original 35mm Kodachrome Slide Subject: IC 4039-4104-4031-4021 Location: Chicago IL Date: July 10, 1966 Photographer: James J. Buckley Link to eBay Listing
Santa Teresa Open Tram 4 Rio de Janeiro Brazil Original 1974 35mm Kodachrome Slide Subject: CTCG 4 Location: Carioca, Rio de Janeiro Date: March 17, 1974 Photographer: James J. Buckley Link to eBay Listing
Baltimore and Ohio Capitol Limited 1967 Original 35mm Kodachrome Slide Subject: B&O 1419-2415/8 Location: Capitol Limited Train 6 departing Chicago Date: September 16, 1967 Photographer: James J. Buckley From the Wikipedia: The Capitol Limited was an American passenger train run by the Baltimore and Ohio Railroad, originally between New York City and Grand Central Station in Chicago, Illinois, via Union Station, Washington, D.C., Baltimore and Pittsburgh. For almost 48 years, it was the B&O’s flagship passenger train, noted for personalized service and innovation. At the time of its discontinuation on May 1, 1971, when Amtrak took over most rail passenger service in the U.S., the Capitol Limited operated between Washington and Chicago. Link to eBay Listing
Santos Tramways São Paulo Brazil Original 1965 35mm Kodachrome Slide Subject: Serviço Municipal de Transportes Coletivos cars 90-223 Location: Santos Date: March 12, 1965 Photographer: James J. Buckley Link to eBay Listing
Santa Teresa Tram Rio de Janeiro Original 1974 35mm Kodachrome Slide Subject: CTCG 18 Location: Carioca (R10) Date: March 17, 1974 Photographer: James J. Buckley Link to eBay Listing
Santa Teresa Tram Rio de Janeiro Original 1974 35mm Kodachrome Slide Subject: CTCG 17 Location: Carioca (R10) Date: March 17, 1974 Photographer: James J. Buckley From the Wikipedia: The Santa Teresa Tram, or Tramway (Portuguese: Bonde de Santa Teresa, IPA: [bõˈdʒi dʒi ˈsɐ̃tɐ teˈɾezɐ]), is a historic tram line in Rio de Janeiro, Brazil. It connects the city centre with the primarily residential, inner-city neighbourhood of Santa Teresa, in the hills immediately southwest of downtown. It is mainly maintained as a tourist attraction and is nowadays considered a heritage tramway system, having been designated a national historic monument in 1985. The line has a very unusual gauge: 1,100 mm (3 ft 7+5⁄16 in). The main line is 6.0 kilometres (3.7 miles) long. Having run continuously since its opening in 1877 (except for a 2011–15 suspension), it is one of the oldest street railway lines in the world and having been electrically powered since 1896, it is the oldest electric railway in all of Latin America. For many years it was also the only remaining metropolitan tram system in Brazil. The only other original tram systems in the country to have survived past 1971 are the Campos do Jordão interurban tram/light rail line, which continues to operate today, and the Itatinga line (near Bertioga), a rural and non-public tram line which had ceased operation as a tramway by 2017. All other cities closed their systems by 1971 (Santos being the last), but since that time, three towns, Belém, Campinas and Santos, have reinstated trams as heritage services. Rio de Janeiro opened a modern light rail/tram system in 2016. Link to eBay Listing
Shaker Heights Rapid Transit PCC 41 Original 1968 35mm Kodachrome Slide Subject: SHRT PCC 41 Location: 55th Street, Cleveland OH Date: May 25, 1968 Photographer: James J. Buckley From Don’s Rail Photos: “41 was built by St. Louis Car (Company) in 1946, #1655, as SLPS (St. Louis Public Service) 1766. It was sold as SHRT 41 in 1959 and converted to MU (multiple unit) operation after purchase. It was sold to Buckeye Lake Trolley in 1984.” Link to eBay Listing
Blackpool Tramway 40 Original 1985 35mm Kodachrome Slide UK Subject: Blackpool Tramway 40 Location: Fleetwood UK Date: July 14, 1985 Photographer: James J. Buckley Blackpool Tramway 40 was built in 1926 and retired in 1963. It has since been part of the collection at the Crich Tramway Village museum. Here, it is shown operating briefly once again on the Blackpool Tramway in 1985. Link to eBay Listing
Glasgow Tram 1297 Original 1985 35mm Kodachrome Slide UK Subject: Glasgow Tram 1297 Location: Fleetwood (on Blackpool Tramway, UK) Date: July 14, 1985 Photographer: James J. Buckley Glasgow Tram 1297 was built in 1948 and retired in 1962. It is part of the collection at the Crich Tramway Village museum. Here, it is shown operating on the Blackpool Tramway briefly in 1985. Link to eBay Listing
Great Northern Railway Red River 1954 Original 35mm Red Border Kodachrome Slide Subject: GNR 12 Location: Departing Minneapolis station for St. Paul Date: Fall 1954 Photographer: Unknown From the Wikipedia: The Red River was a passenger train operated by Great Northern Railway between Grand Forks, North Dakota, and Saint Paul, Minnesota (operating between 1950 and 1968). History Great Northern Railway’s third new train set of 1950 was a new schedule named the Red River. The five-car streamliner built by American Car and Foundry Company began service June 25, 1950, operating a daily round trip 324 miles (521 km) each way between Grand Forks, North Dakota, and Saint Paul, Minnesota. The train went southbound in the morning returning northbound in the evening. The cars for the Red River streamliner were quite different than those built for the International (another 1950 introduction) in that the Red River’s cars had extra insulation and the coaches were equipped with Baker Heaters as there was no steam heat available at the Grand Forks depot where the cars stood overnight. The locomotive was sent to the roundhouse each evening for any running repairs and service so the solution was the installation of the Baker Heaters in the cars. Link to eBay Listing
Amtrak RDC Train 1975 Original 35mm Kodachrome Slide Subject: Amtrak RDCs 30-32-15, Train 372 Blackhawk Location: Crawford (Chicago bound, between Dubuque and Chicago) Date: September 14, 1975 Photographer: James J. Buckley Link to eBay Listing
Milwaukee and Suburban Transport 1975 Original 35mm Kodachrome Slide Subject: M&ST 1466 Location: Wells-River (posed by the old Milwaukee Electric power plant) Date: June 29, 1975 Photographer: Jeff Wien Link to eBay Listing
Yakima Valley Transit Trolley 1975 Original 35mm Kodachrome Slide Subject: YVT 1776/1976 Location: 44th-Nob Hill, Yakima Date: June 1975 Photographer: Jeff Wien Link to eBay Listing
Our Latest Book, Now Available for Pre-Order:
The North Shore Line
Publication Date: February 20, 2023
FYI, my new Arcadia Publishing book The North Shore Line is now finished and has gone to press. My publisher decided to expand it to 160 pages, instead of the usual 128. That’s a 25% increase, without any change to the $23.99 price. I am quite pleased with how this turned out.
From the back cover:
As late as 1963, it was possible to board high-speed electric trains on Chicago’s famous Loop “L” that ran 90 miles north to Milwaukee. This was the Chicago North Shore & Milwaukee Railroad, commonly known as the North Shore Line. It rose from humble origins in the 1890s as a local streetcar line in Waukegan to eventually become America’s fastest interurban under the visionary management of Midwest utilities tycoon Samuel Insull. The North Shore Line, under Insull, became a worthy competitor to the established steam railroads. Hobbled by the Great Depression, the road fought back in 1941 with two streamlined, air-conditioned, articulated trains called Electroliners, which included dining service. It regained its popularity during World War II, when gasoline and tires were rationed, but eventually, it fell victim to highways and the automobile. The North Shore Line had intercity rail, commuter rail, electric freight, city streetcars, and even buses. It has been gone for nearly 60 years, but it will always remain the Road of Service.
Each copy purchased here will be signed by the author, and you will also receive a bonus North Shore Line map. Books will ship by USPS Media Mail as soon as we receive them, on or before February 20, 2023.
Chapters: 01. Beginnings 02. The Milwaukee Division 03. The Shore Line Route 04. The Skokie Valley Route 05. The Mundelein Branch 06. On the “L” 07. City Streetcars 08. Trolley Freight 09. The Long Goodbye 10. The Legacy
Title The North Shore Line
Images of America
Author David Sadowski
Publisher Arcadia Publishing (SC), 2023
ISBN 1467108960, 978-1467108966
Length 160 pages
The price of $23.99 includes shipping within the United States.
For Shipping to US Addresses:
New Compact Disc, Now Available:
The Last Chicago Streetcars 1958
# of Discs – 1
Until now, it seemed as though audio recordings of Chicago streetcars were practically non-existent. For whatever reason, the late William A. Steventon does not appear to have made any for his Railroad Record Club, even though he did make other recordings in the Chicago area in 1956.
Now, audio recordings of the last runs of Chicago streetcars have been found, in the collections of the late Jeffrey L. Wien (who was one of the riders on that last car). We do not know who made these recordings, but this must have been done using a portable reel-to-reel machine.
These important recordings will finally fill a gap in transit history. The last Chicago Transit Authority streetcar finished its run in the early hours of June 21, 1958. Now you can experience these events just as Chicagoans did.
As a bonus, we have included Keeping Pace, a 1939 Chicago Surface Lines employee training program. This was digitally transferred from an original 16” transcription disc. These recordings were unheard for 80 years.
Total time – 74:38
Help Support The Trolley Dodger
This is our 295th post, and we are gradually creating a body of work and an online resource for the benefit of all railfans, everywhere. To date, we have received over 941,000 page views, for which we are very grateful.
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Now here’s something you don’t see every day… the 69th Street station on the Normal Park “L”, in color. This short branch closed in 1954.
For most Chicago-area railfans, January 21, 1963 is a day, to paraphrase Franklin D. Roosevelt, that will “live in infamy,” for that is when the Chicago North Shore and Milwaukee, the North Shore Line, breathed its last.
But January 21 is also the date when we started this blog in 2015. This is our seventh anniversary, and I think we have had seven full years of good luck.
In that time, our posts have received 841,000 page views, and over time we have become more and more of a resource for those who are interested in the history of electric traction.
As this is our anniversary post, we pulled out all the stops, and have lots of classic images for you to enjoy. As the 21st is also the 59th anniversary of the North Shore Line abandonment, we have plenty of pictures that pay tribute to that lost interurban.
As we have shared our images with you, you in turn have shared many things with us. We have learned a lot by working together. It has been a great ride here so far, and we can only hope that the next seven years will turn out as well.
Our friend Kenneth Gear now has a Facebook group for the Railroad Record Club. If you enjoy listening to audio recordings of classic railroad trains, whether steam, electric, or diesel, you might consider joining.
Our Next Book
FYI, I recently made a new book proposal to my publisher and it has been accepted. I signed the agreement on the 18th, and with any luck, it will come out later this year.
There is still a lot of hard work to be done, but I will do my best to produce something that is new and different than that which is already out there, and makes a real contribution to our understanding of the past.
One thing working in my favor is there are plenty of great pictures to choose from, and the subject is already legendary.
Here is a summary:
The North Shore Line
As late as 1963, you could take a high-speed streamlined train from Chicago’s Loop elevated, 90 miles north to Milwaukee. This was the Chicago, North Shore and Milwaukee, commonly known as the North Shore Line.
From humble beginnings in the 1890s, as a streetcar line in Waukegan, Illinois, the North Shore Line grew to become, in the words of historian William D. Middleton, a “super interurban.” It reached its peak in the 1920s, under Samuel Insull, when the railroad won the prestigious Charles A. Coffin medal no less than three times.
Besides connecting Milwaukee and Chicago, the North Shore Line served Racine, Kenosha, Waukegan, Lake Bluff, Winnetka, Wilmette, and Evanston. A new Skokie Valley Route, built by Insull, opened in 1926 and helped establish Skokie, Glenview, Northfield, and Northbrook.
The railroad had a branch line serving Libertyville and Mundelein, city streetcars in Waukegan and Milwaukee, and was a pioneer in offering “piggyback” freight service.
Hobbled by the Depression and forced into bankruptcy, the North Shore Line rebounded during the war years with two fast new trains called “Electroliners.” It was finally done in by the automobile, highways, and a lack of government subsidies—but it left a remarkable legacy.
Our Annual Fundraiser
Since we started this blog in 2015, we have posted over 13,500 images. This is our 284th post.
Each year, around this time, we must renew our WordPress subscription, our domain registration, and pay other bills associated with maintaining this site, so it is time for our Annual Fundraiser.
The Trolley Dodger blog can only be kept going with the help of our devoted readers. Perhaps you count yourself among them.
If you have already contributed in the past, we thank you very much for your help. Meanwhile, our goal for this fundraiser is just $700, which is only a fraction of what it costs us each year. The rest is made up from either the profits from the items we sell, which are not large, or out of our own pocket, which is not very large either.
There are links at the top and bottom of this page, where you can click and make a donation that will help us meet our goal again for this coming year, so we can continue to offer you more classic images in the future, and keep this good thing we have going.
We thank you in advance for your time and consideration. To date, we have raised $350, which is halfway to our goal. We will also have considerable expenses coming up relating to research for our next book.
On May 11, 1958, William C. Hoffman took this picture looking north along Halsted at the (then) Congress Expressway. Service on the Garfield Park “L” would continue until June 22nd, when it was replaced by the new Congress rapid transit line at left. A passerby admires the new, as-yet unopened station entrance. The Met “L” here had been four tracks, but two were removed by the time this picture was taken, as they were in the highway footprint. The expressway opened in late 1955 in this area.
The old and the new are on display in this 1958 view of the Halsted station on the CTA’s Congress median line. In the background, the old Met “L” is still standing, but would soon be demolished.
North Shore Line 458 heads up a southbound freight train, probably in the early-to-mid 1950s. At first, I thought this location was in Skokie, from the sign on the building. But further research shows this picture was taken in Waukegan, between Washington and Cornelia Streets. The building at right was a former North Shore Line merchandise dispatch (they spelled it “despatch”) station, by this time being rented out to a produce dealer. Don’s Rail Photos: “458 was built by the Spokane Portland & Seattle in January 1941 as Oregon Electric Ry. 50. It was purchased by the North Shore in December 1947 and was completed as 458 on January 27, 1948.”
A northbound Electroliner heading away from the photographer in Waukegan, most likely in the early-to-mid 1950s. In the distance, you can see another North Shore car on a side track.
A close-up of the previous image. Zach E. writes: “Regarding the two photos of 458 and the Electroliner at Washington St. in Waukegan. The cars in the background are standard coaches, not MD cars. There was a storage track there often occupied by cars laying over on the east side of the mainline there between Cornelia and Brookside Ave.”
CTA PCC 4057 is heading northbound on Western Avenue near Roscoe in June 1956, passing by the entrance to Riverview Park, shortly before the end of streetcar service on Route 49. (Robert Selle Photo)
The Chicago and Milwaukee Electric was the predecessor of the North Shore Line. Car 133 is at the Kenosha station in this early 1900s view.
The Chicago Aurora and Elgin began using this off-street terminal in Aurora in 1939. This picture was taken from a nearby bridge in 1951.
Look at what we have here– the Turtle Wax Turtle, a local landmark that stood on top of a building at Madison, Ogden, and Ashland from 1956 to 1963. The slide mount dates it to the late 50s, probably 1956-58. And which “L” is this taken from? Well, since it is daylight and it is 9:13, I would say that is AM, and we are looking south from the Lake Street “L” at Ashland. It would have been visible from the Paulina “L”, which had closed in 1951, and from the Garfield Park “L”, but that structure had already been torn down by 1956. I remember seeing this thing any number of times when I was a kid.
The Turtle Wax Turtle.
One of the two Liberty Liners (ex-Electroliners) on the Norristown High-Speed Line, where they ran from 1964 to 1976.
Britton I. Budd (1871-1965) was a talented and able executive who held many responsible positions in the transit industry, including president of the North Shore Line. When Samuel Insull took over the North Shore Line, he tapped Budd to implement a modernization program. And when the line fell into bankruptcy in 1932, Budd became one of the receivers, a position he held until 1937.
The North Shore logo from a 1942 timetable.
This appeared on the cover of a 1921 issue of the North Shore Bulletin, a small magazine given out to riders.
This is part of a number of photos someone took out of the front window of a CTA “L” train in the 1950s, along the Garfield Park line. We have published some of these in previous posts. Not all of them seem to have been taken at the same time. This one appears to be circa 1957, and the location is along the temporary right-of-way in Van Buren Street.
Here, the “L” train the photographer was riding in was descending a ramp towards the ground-level trackage in Van Buren Street. The cross street in the distance is California Avenue. There is a sign on the front of the oncoming train, which I believe indicates which Chicago Aurora and Elgin connecting train riders could catch in Forest Park.
The Garfield Park “L” on Van Buren Street at California Avenue, but this time, circa 1954. The old “L” has already been removed, except for the bridge over a nearby railroad.
A close-up of the previous image, showing construction on the nearby railroad embankment that crosses the highway at 2600 West. The old Met “L” bridge had not yet been dismantled.
On the Illinois Railway Museum main line, North Shore Line cars can operate in something approximating their former lives in revenue service prior to the 1963 abandonment. We see car 251 in February 1991. (Mike Raia Photo)
Lehigh Valley Transit ran freight as well as passenger service between Allentown, PA and Philadelphia. Even after passenger service was cut back to Norristown in 1949, they continued to operate freight via the Philadelphia and Western. Here we see car C16 in 1950, near the end of its days. Interurban service was abandoned the following year. Don’s Rail Photos: “C16 was built by Jewett Car in 1912 as 800. It was rebuilt as C16 in 1935.”
Lehigh Valley Transit car 1002, circa 1950. Don’s Rail Photos: “1002 was built by Cincinnati Car in June 1930, #3050, as C&LE 126. It was sold to LVT as 1002 in 1938 and scrapped in 1952.”
A pair of Lehigh Valley Transit cars meet a Philadelphia Bullet car at the Norristown terminal, circa 1951. LVT ceased running their Liberty Bell Limited cars there in 1949, for a variety of reasons. It reduced their expenses, but it probably also reduced revenues as their riders now had to change trains at Norristown. But the LVT cars were getting worn out and there were problems with the motors on the lightweight high-speed interurban cars LVT had acquired from the Cleveland and Lake Erie in 1938. Towards the end, LVT had to rely more and more on their older cars, such as the 700-series ones seen here. To the left (north), there was a ramp descending to ground level. This terminal has since been replaced by a newer one nearby.
The Chicago and North Western station in Evanston, during steam days in the early 1900s.
We ran another picture of this scene in a previous post, taken from a different view. The occasion was a Chicago streetcar fantrip using car 2802, and the location is at 63rd and Halsted on the Englewood branch of the “L”. There was an off-street area where riders could change for buses to different locations and, in an older era, interurbans as well. I do not know precisely when this picture was taken, but if I had to guess, I would say sometime in the 1940s.
Here is the other picture we previously ran of car 2802:
CSL 2802 on a charter, possibly a July 4, 1949 fantrip held by the Electric Railroaders’ Association on various south side lines. Bill Shapotkin writes: “Believe this pic is in the streetcar terminal next to the 63/Halsted ‘L’ station (where the C&IT cars and later busses of South Suburban Safeway and Suburban transit began their runs). View looks east.” M. E. adds, “Bill Shapotkin is correct. This view faces east along 63rd Place on the south side of the 63rd and Halsted (Englewood) L station, which was east of Halsted. One small nit about Bill’s text: The bus lines were named Suburban Transit System and South Suburban Safeway Lines.” C&IT stands for the Chicago & Interurban Traction Company. Don’s Rail Photos says, “The Chicago & Interurban Traction Company was incorporated in February 1912, taking over all trackage outside Chicago in March 1912 (all trackage in the City of Chicago went to the Chicago City Railway Company). C&IT interurban service continued from the south side Engelwood Elevated Station at 63rd and Halsted (trackage in Chicago was leased along with the shops at 88th and Vincennes) to Kankakee.” Samuel Insull took over the C&IT in 1922 and tried to revive the line, but when the competing Illinois Central elevated much of their line and electrified, the C&IT could not compete and interurban service was abandoned in 1927.
A Wabash Railroad display at the 1948-49 Chicago Railroad Fair along the lakefront.
The Chicago and Eastern Illinois exhibit at the 1948-49 Chicago Railroad Fair.
North Shore Line combine 255. Don’s Rail Photos: “255 was built by Jewett in 1917. It had all of the seats removed in the 1920s to provide a full length baggage car which ran in passenger trains. It was used for the Chicago Symphony Orchestra to move equipment to Ravinia. On July 2, 1942, the 40 seats were replaced. Then on December 1, 1946, the seats were again removed. In addition to the Symphony, the car was used for sailors’ baggage from Great Lakes.” As there are seats visible, this picture dates to circa 1942-46.
Atlantic City Brilliner 215 at a traffic signal, while on private right-of-way, on October 13, 1955, which must be shortly before streetcar service ended there.
Pittsburgh Railways PCC 1262 is on Wood Street in downtown Pittsburgh on September 19, 1962.
Chicago Transit Authority PCC 4321 is on 77th Street on July 30, 1948.
This is the Ballston Terminal Railroad, which Frank Hicks calls “a fairly unusual little interurban in upstate New York,” in the early 1900s. More info here.
Here, we see Frank Cheney on CA&E car 434 at the Seashore Trolley Museum on October 12, 1963. From their web site: “No. 434 of the Chicago, Aurora & Elgin – “The Great Third Rail” – was outshopped by the Cincinnati Car Company in 1927 as one of a group of 15 ordered shortly after Insull acquired control of the railway. Of all steel construction, the car is 55 feet long overall, is powered by four 140 horsepower motors, and has a seating capacity of 52, including 10 in a smoking compartment. Interior appointments include rotating bucket seats, toilet facilities and neatly finished paneling. The car is equipped with trolley poles that were primarily for yard service and limited street running on the CA&E, since the line used third rail current collection not only on the elevated, but on its own cross country surface routes as well. Moved on its own wheels coupled in a freight train from the CA&E shops in Wheaton, Illinois, to Kennebunk in the fall of 1962, No. 434 was trucked to the Museum in the spring of 1963 and was quickly readied for operation, given its good condition.”
North Shore Line car 168 is in North Chicago, being stored after abandonment, on October 19, 1963. It was built by Jewett in 1917. It did not survive.
Some of these interurban cars sure got around after they were retired from their original roads. Here we see North Shore Line car 411 on the Long Island Railroad. Don’s Rail Photos: “411 was built as a trailer observation car by Cincinnati Car in June 1923 #2640. It was out of service in 1932. 411 It was rebuilt as a two motor coach by closing in the open platform and changing the seating on February 25, 1943, and sold to Trolley Museum of New York in 1963. It was sold to Wisconsin Electric Railway & Historical Society in 1973 and sold to Escanaba & Lake Superior in 1989.”