Loose Ends, Part One

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

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

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

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

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

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

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

-David Sadowski

Recent Finds

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

Our resident south side expert M.E. writes:

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

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

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

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

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

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

Thanks for figuring that out.

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

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

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

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

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

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

M.E. again:

More about your Kenwood stub picture:

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

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

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

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

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

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

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

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

The former Garden City Laundry building today.

The former Garden City Laundry building today.

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

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

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

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

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

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

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

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

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

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

From the Collections of Craig Berndt

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

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

He adds:

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

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

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

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

Loyola, looking north, in August 1963.

North of Loyola, looking north, August 1963.

North of Loyola, looking north, August 1963.

Linden Terminal, Wilmette, in August 1963.

Linden Terminal, Wilmette, in August 1963.

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

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

The same location today.

The same location today.

Fullerton, looking north, in August 1963.

Fullerton, looking north, in August 1963.

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

From the Wien-Criss Archive

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

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

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

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

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

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

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

How this area looks today.

How this area looks today.

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

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

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

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

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

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

A contemporary view.

A contemporary view.

From the Collections of William Shapotkin

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

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

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

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

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

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

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

Recent Correspondence

Barry S. writes:

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

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

Martin Baumann writes:

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

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

That’s good to know, thanks!

Steve De Rose writes:

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

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

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

Thanks for writing.

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

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

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

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

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

Keep those cards and letters coming in, folks.

-David Sadowski

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

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

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

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

1939 Chicago Surface Lines Training Program

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

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

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

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

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

Total time – 73:32


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

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

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

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

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Spring Forward

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

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

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

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

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

-David Sadowski

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

Waterloo, Cedar Falls & Northern car 100 on the Southern Iowa Railway on October 13, 1963. Don's Rail Photos: "100 was built by McGuire-Cummings in 1914. It was built as a second motor to operate behind the 140s as a two car train. The baggage compartment was a kitchen, and the rear end was an open platform observation. The buffet section was replaced with coach seats in 1918. The car was then rebuilt with a control station and baggage compartment in 1928 and the rear platform was enclosed at that time. It was the last interurban left on the WCF&N when it became diesel freight, and it was donated to the Iowa Chapter of the NRHS in 1956. It was moved to Centerville and operated on the Southern Iowa Ry. When the SI cut back its operation and dieselized, the Iowa Chapter transferred the car to the Iowa Terminal RR in 1966. Shortly after it was repainted and put into charter service, it was destroyed in the carbarn fire early November 24, 1967. It had been the only car saved from the WCF&N roundhouse fire on October 31, 1954, when the other two cars of its class burned." This slide has "Q transfer" noted on it-- not sure what that means. (James J. Buckley Photo)

Waterloo, Cedar Falls & Northern car 100 on the Southern Iowa Railway on October 13, 1963. Don’s Rail Photos: “100 was built by McGuire-Cummings in 1914. It was built as a second motor to operate behind the 140s as a two car train. The baggage compartment was a kitchen, and the rear end was an open platform observation. The buffet section was replaced with coach seats in 1918. The car was then rebuilt with a control station and baggage compartment in 1928 and the rear platform was enclosed at that time. It was the last interurban left on the WCF&N when it became diesel freight, and it was donated to the Iowa Chapter of the NRHS in 1956. It was moved to Centerville and operated on the Southern Iowa Ry. When the SI cut back its operation and dieselized, the Iowa Chapter transferred the car to the Iowa Terminal RR in 1966. Shortly after it was repainted and put into charter service, it was destroyed in the carbarn fire early November 24, 1967. It had been the only car saved from the WCF&N roundhouse fire on October 31, 1954, when the other two cars of its class burned.” This slide has “Q transfer” noted on it– not sure what that means. (James J. Buckley Photo)

The new and the old. CTA 5007 and 2269 at Rosemont on August 26, 2010. The 2200s have since been retired. (Bruce Nelson Photo)

The new and the old. CTA 5007 and 2269 at Rosemont on August 26, 2010. The 2200s have since been retired. (Bruce Nelson Photo)

An Oshawa steeple cab with a Philadelphia & Reading coach at the Connecticut Trolley Museum in May 1967. (Gerald H. Landau Photo)

An Oshawa steeple cab with a Philadelphia & Reading coach at the Connecticut Trolley Museum in May 1967. (Gerald H. Landau Photo)

An Oshawa steeple cab at the Connecticut Trolley Museum in May 1967. (Gerald H. Landau Photo)

An Oshawa steeple cab at the Connecticut Trolley Museum in May 1967. (Gerald H. Landau Photo)

Montreal observation car #4 at the Connecticut Trolley Museum in May 1967. (Gerald H. Landau Photo)

Montreal observation car #4 at the Connecticut Trolley Museum in May 1967. (Gerald H. Landau Photo)

Connecticut Company Birney car 3001 at the Connecticut Trolley Museum in May 1967. (Gerald H. Landau Photo)

Connecticut Company Birney car 3001 at the Connecticut Trolley Museum in May 1967. (Gerald H. Landau Photo)

Illinois Terminal double-ended PCC 451 at the Connecticut Trolley Museum in May 1967. (Gerald H. Landau Photo)

Illinois Terminal double-ended PCC 451 at the Connecticut Trolley Museum in May 1967. (Gerald H. Landau Photo)

New Orleans #836 and Rio car #1850 at the Connecticut Trolley Museum in May 1967. (Gerald H. Landau Photo)

New Orleans #836 and Rio car #1850 at the Connecticut Trolley Museum in May 1967. (Gerald H. Landau Photo)

Rio car #1850 at the Connecticut Trolley Museum in May 1967. (Gerald H. Landau Photo)

Rio car #1850 at the Connecticut Trolley Museum in May 1967. (Gerald H. Landau Photo)

Connecticut Company open car 1414 was built by Osgood Bradley in 1911. Here, we see it at the Shore Line Trolley Museum located at Branford, Connecticut on June 18, 1966. (William C. Janssen Photo)

Connecticut Company open car 1414 was built by Osgood Bradley in 1911. Here, we see it at the Shore Line Trolley Museum located at Branford, Connecticut on June 18, 1966. (William C. Janssen Photo)

Connecticut Company open car 1414 at Branford on May 30, 1964. (J. W. Vigrass Photo)

Connecticut Company open car 1414 at Branford on May 30, 1964. (J. W. Vigrass Photo)

Connecticut Company open car 1414 was built by Osgood Bradley in 1911. Here, we see it at the Shore Line Trolley Museum located at Branford, Connecticut on June 18, 1966. (William C. Janssen Photo)

Connecticut Company open car 1414 was built by Osgood Bradley in 1911. Here, we see it at the Shore Line Trolley Museum located at Branford, Connecticut on June 18, 1966. (William C. Janssen Photo)

You would be forgiven for thinking this December 18, 1955 photo shows CTA Pullman 144. But this was actually the excursion where car 144 was promised, but 225 was substituted in its place-- renumbered with the help of a few pieces of oilcloth. Here, the fantrip car is seen at Broadway and Devon.

You would be forgiven for thinking this December 18, 1955 photo shows CTA Pullman 144. But this was actually the excursion where car 144 was promised, but 225 was substituted in its place– renumbered with the help of a few pieces of oilcloth. Here, the fantrip car is seen at Broadway and Devon.

CTA PCC 7138, a product of the St. Louis Car Company, at the State Street loop near 84th on February 11, 1950. This location is now occupied by the Dan Ryan expressway.

CTA PCC 7138, a product of the St. Louis Car Company, at the State Street loop near 84th on February 11, 1950. This location is now occupied by the Dan Ryan expressway.

CTA PCC 7070 at the Clark and Howard loop on July 4, 1954.

CTA PCC 7070 at the Clark and Howard loop on July 4, 1954.

Philadelphia & Western (aka Red Arrow) Bullet car 202 at Norristown in 1949. Behind 202, you can see the ramp leading down to street level, used by Lehigh Valley Transit's Liberty Bell route trains. (S. Bogen Photo)

Philadelphia & Western (aka Red Arrow) Bullet car 202 at Norristown in 1949. Behind 202, you can see the ramp leading down to street level, used by Lehigh Valley Transit’s Liberty Bell route trains. (S. Bogen Photo)

By May 1961, when this photo was taken in Norristown, Liberty Bell Limited trains had been gone for nearly a decade. As you can see at left, the ramp leading down to ground level was removed and blocked off with an advertising sign.

By May 1961, when this photo was taken in Norristown, Liberty Bell Limited trains had been gone for nearly a decade. As you can see at left, the ramp leading down to ground level was removed and blocked off with an advertising sign.

Philadelphia Suburban (aka Red Arrow) Brilliner car 3 at Gay and High Streets in West Chester on June 6, 1954, at the end of trolley service on this route. The longest Red Arrow line was mainly a single-track side-of-the-road operation, which had to give way for the widening of West Chester Pike. (Edward S. Miller Photo)

Philadelphia Suburban (aka Red Arrow) Brilliner car 3 at Gay and High Streets in West Chester on June 6, 1954, at the end of trolley service on this route. The longest Red Arrow line was mainly a single-track side-of-the-road operation, which had to give way for the widening of West Chester Pike. (Edward S. Miller Photo)

Philadelphia Suburban (aka Red Arrow) car 78 at Larchmont Station on West Chester Pike at Media Line Road, Newtown Township, PA on May 9, 1954. Photographer Edward S. Miller noted that he later operated this car at the Arden trolley museum.

Philadelphia Suburban (aka Red Arrow) car 78 at Larchmont Station on West Chester Pike at Media Line Road, Newtown Township, PA on May 9, 1954. Photographer Edward S. Miller noted that he later operated this car at the Arden trolley museum.

Philadelphia Suburban double-end car 19, which looked like a PCC but does not technically qualify as one, since it had standard interurban trucks and motors. It is captured on May 9, 1954 at Broomall Station on West Chester Pike at Sproul Road in Marple Township, PA. (Edward S. Miller Photo)

Philadelphia Suburban double-end car 19, which looked like a PCC but does not technically qualify as one, since it had standard interurban trucks and motors. It is captured on May 9, 1954 at Broomall Station on West Chester Pike at Sproul Road in Marple Township, PA. (Edward S. Miller Photo)

A pair of Bullet cars running in multiple units on the Red Arrow Norristown High Speed Line on September 9, 1958. (Clark Frazier Photo)

A pair of Bullet cars running in multiple units on the Red Arrow Norristown High Speed Line on September 9, 1958. (Clark Frazier Photo)

Philadelphia Suburban (aka red Arrow) car 11 at the end of the line on the short Ardmore branch on September 9, 1958. (Clark Frazier Photo)

Philadelphia Suburban (aka red Arrow) car 11 at the end of the line on the short Ardmore branch on September 9, 1958. (Clark Frazier Photo)

Philadelphia Suburban (aka red Arrow) car 13, a product of the St. Louis Car Company, on the Media line on September 9, 1958. Garrett Patterson says the location is "Drexelbrook, inbound." (Clark Frazier Photo)

Philadelphia Suburban (aka red Arrow) car 13, a product of the St. Louis Car Company, on the Media line on September 9, 1958. Garrett Patterson says the location is “Drexelbrook, inbound.” (Clark Frazier Photo)

Philadelphia Suburban double-ended car 15, built by St. Louis Car Company in 1949, is seen at Gay and High Streets in West Chester, at the end of the long West Chester trolley line.

Philadelphia Suburban double-ended car 15, built by St. Louis Car Company in 1949, is seen at Gay and High Streets in West Chester, at the end of the long West Chester trolley line.

To see many more Philadelphia pictures like the ones above,take a look at our previous post Red Arrow in West Chester (September 13, 2016).

Fairmount Park Transit closed car #1 on May 19, 1935.

Fairmount Park Transit closed car #1 on May 19, 1935.

Fairmount Park Transit open car 18 at the car barn.

Fairmount Park Transit open car 18 at the car barn.

For more pictures like the two above, check out our previous post The Fairmount Park Trolley (November 7, 2017).

CTA one-man car 1743 (signed for Route 21 - Cermak, but the photographer has written "Lake Street") entering Kedzie Station at 5th Avenue and Jackson Boulevard on July 21, 1952. This picture looks to have been taken at about the same time as another, which shows a PCC car, on page 102 of my book Chicago Trolleys. (Robert Selle Photo)

CTA one-man car 1743 (signed for Route 21 – Cermak, but the photographer has written “Lake Street”) entering Kedzie Station at 5th Avenue and Jackson Boulevard on July 21, 1952. This picture looks to have been taken at about the same time as another, which shows a PCC car, on page 102 of my book Chicago Trolleys. (Robert Selle Photo)

Indianapolis Railways "Peter Witt" car 173 is shown at the Broad Ripple loop on June 6, 1951. Broad Ripple Village is an Indy neighborhood that was once an independent municipality. It was annexed into Indianapolis in 1922. (Robert Selle Photo)

Indianapolis Railways “Peter Witt” car 173 is shown at the Broad Ripple loop on June 6, 1951. Broad Ripple Village is an Indy neighborhood that was once an independent municipality. It was annexed into Indianapolis in 1922. (Robert Selle Photo)

CSL "Matchbox" 1169 at Damen and Taylor on June 2, 1945. Don's Rail Photos says, "1169 was built by St Louis Car Co in 1903 as CUT 4698. It was renumbered 1169 in 1913 and became CSL 1169 in 1914. It was retired on September 16, 1944." Not sure about the discrepancy in dates, but some renumbering of these cars did take place.

CSL “Matchbox” 1169 at Damen and Taylor on June 2, 1945. Don’s Rail Photos says, “1169 was built by St Louis Car Co in 1903 as CUT 4698. It was renumbered 1169 in 1913 and became CSL 1169 in 1914. It was retired on September 16, 1944.” Not sure about the discrepancy in dates, but some renumbering of these cars did take place.

Chicago Aurora & Elgin cars 401 and 431 are crossing the DesPlaines River westbound on August 29, 1953, about a half mile west of the DesPlaines Avenue station. This is now the site of I-290. The CA&E tracks and bridge were moved north of the highway in 1959 but were never used by the interurban, which was subsequently abandoned. In this section, the CA&E ran parallel to Harrison Street, which has also been taken up by the highway. (Robert Selle Photo)

Chicago Aurora & Elgin cars 401 and 431 are crossing the DesPlaines River westbound on August 29, 1953, about a half mile west of the DesPlaines Avenue station. This is now the site of I-290. The CA&E tracks and bridge were moved north of the highway in 1959 but were never used by the interurban, which was subsequently abandoned. In this section, the CA&E ran parallel to Harrison Street, which has also been taken up by the highway. (Robert Selle Photo)

Three CTA arch-roof cars awaiting scrapping on May 16, 1954: two-man 6141, one-man cars 6167 and 3128 at South Shops. This was just two weeks before the end of all red car service in Chicago, and was also the date of a fantrip that ran on all the lines that were about to be "bustituted." (Robert Selle Photo)

Three CTA arch-roof cars awaiting scrapping on May 16, 1954: two-man 6141, one-man cars 6167 and 3128 at South Shops. This was just two weeks before the end of all red car service in Chicago, and was also the date of a fantrip that ran on all the lines that were about to be “bustituted.” (Robert Selle Photo)

Images From the Wien-Criss Archive

Our thanks to Jeffrey L. Wien for sharing these classic pictures with our readers.

A three-car train of Boston MTA PCCs, running on Commonwealth Avenue east of Summit Avenue on May 31, 1961. (Clark Frazier Photo, Wien-Criss Archive)

A three-car train of Boston MTA PCCs, running on Commonwealth Avenue east of Summit Avenue on May 31, 1961. (Clark Frazier Photo, Wien-Criss Archive)

The Chicago Great Western Railway merged with the Chicago & North Western in 1968, and most of its trackage was thereafter abandoned. But on February 21, 1965, we see CGW freight #91, running westbound on Baltimore & Ohio Chicago Terminal tracks, parallel to I-290 just west of Lombard in suburban Oak Park, Illinois. The motive power consisted of 104A, 105B, 106C, 116F, 1100, 112C, and 177. At right, you can see the secondary entrance to the CTA's Congress rapid transit line at Lombard. The main entrance at Austin Boulevard is two blocks east of there. The CGW split off from the B&OCT in Forest Park a few miles west of here, and then ran parallel to the Chicago Aurora & Elgin interurban through Bellwood. (James J. Buckley Photo, Wien-Criss Archive)

The Chicago Great Western Railway merged with the Chicago & North Western in 1968, and most of its trackage was thereafter abandoned. But on February 21, 1965, we see CGW freight #91, running westbound on Baltimore & Ohio Chicago Terminal tracks, parallel to I-290 just west of Lombard in suburban Oak Park, Illinois. The motive power consisted of 104A, 105B, 106C, 116F, 1100, 112C, and 177. At right, you can see the secondary entrance to the CTA’s Congress rapid transit line at Lombard. The main entrance at Austin Boulevard is two blocks east of there. The CGW split off from the B&OCT in Forest Park a few miles west of here, and then ran parallel to the Chicago Aurora & Elgin interurban through Bellwood. (James J. Buckley Photo, Wien-Criss Archive)

Kansas City Public Service PCCs 712 and 796 at the 48th and Harrison yard on October 16, 1956. PCCs last ran in Kansas City in 1957, but streetcars returned to Kansas City in 2016. (Robert Selle Photo, Wien-Criss Archive)

Kansas City Public Service PCCs 712 and 796 at the 48th and Harrison yard on October 16, 1956. PCCs last ran in Kansas City in 1957, but streetcars returned to Kansas City in 2016. (Robert Selle Photo, Wien-Criss Archive)

Chicago North Shore & Milwaukee city car 360 on Glen Flora Avenue in Waukegan, Illinois. This picture could not have been taken after 1947. (Robert Selle Photo, Wien-Criss Archive)

Chicago North Shore & Milwaukee city car 360 on Glen Flora Avenue in Waukegan, Illinois. This picture could not have been taken after 1947. (Robert Selle Photo, Wien-Criss Archive)

CTA Pullman 529, as seen from the Ashland station on the Lake Street "L", on May 7, 1953. (Robert Selle Photo, Wien-Criss Archive)

CTA Pullman 529, as seen from the Ashland station on the Lake Street “L”, on May 7, 1953. (Robert Selle Photo, Wien-Criss Archive)

CTA 1725 is operating as a one-man shuttle car on the Madison-Fifth branch line on Route 20 on February 15, 1953. The car is heading southwest on Fifth Avenue approaching Harrison Street and Pulaski Avenue, which was the end of the line near the adjacent Garfield Park "L" station. I thought at first that the date might actually have been 1954, but subsequent research shows the 1953 date to be correct (see correspondence with Tony Waller below). (Robert Selle Photo, Wien-Criss Archive)

CTA 1725 is operating as a one-man shuttle car on the Madison-Fifth branch line on Route 20 on February 15, 1953. The car is heading southwest on Fifth Avenue approaching Harrison Street and Pulaski Avenue, which was the end of the line near the adjacent Garfield Park “L” station. I thought at first that the date might actually have been 1954, but subsequent research shows the 1953 date to be correct (see correspondence with Tony Waller below). (Robert Selle Photo, Wien-Criss Archive)

CTA Pullman 540 at 70th and Ashland (69th Street Station) on May 23, 1953. The sign above the streetcar bays is now at the Illinois Railway Museum. (Robert Selle Photo, Wien-Criss Archive)

CTA Pullman 540 at 70th and Ashland (69th Street Station) on May 23, 1953. The sign above the streetcar bays is now at the Illinois Railway Museum. (Robert Selle Photo, Wien-Criss Archive)

Chicago Surface Lines 4118, built by Pullman, heads southbound on Clark at Wacker on June 13, 1947. We ran a version of this picture before, in our post More Chicago PCC Photos - Part Six (November 30, 2015), but this one is better, as it is a scan from the original medium format negative. (Wien-Criss Archive)

Chicago Surface Lines 4118, built by Pullman, heads southbound on Clark at Wacker on June 13, 1947. We ran a version of this picture before, in our post More Chicago PCC Photos – Part Six (November 30, 2015), but this one is better, as it is a scan from the original medium format negative. (Wien-Criss Archive)

CTA Pullman 230 is southbound on Clark Street, having just crossed the bridge over the Chicago River on May 18, 1954. This was less than two weeks before the end of red car service in Chicago. (Robert Selle Photo, Wien-Criss Archive)

CTA Pullman 230 is southbound on Clark Street, having just crossed the bridge over the Chicago River on May 18, 1954. This was less than two weeks before the end of red car service in Chicago. (Robert Selle Photo, Wien-Criss Archive)

In this November 4, 1952 view, CTA 593 is on Clark Street, heading south to the Limits car barn, while car 562 is on Southport, the north end of the Ashland route. (Robert Selle Photo, Wien-Criss Archive)

In this November 4, 1952 view, CTA 593 is on Clark Street, heading south to the Limits car barn, while car 562 is on Southport, the north end of the Ashland route. (Robert Selle Photo, Wien-Criss Archive)

On August 7, 1952, CTA 452 is at the north end of Route #9 - Ashland, on Southport just north of Irving Park Road. (Robert Selle Photo, Wien-Criss Archive)

On August 7, 1952, CTA 452 is at the north end of Route #9 – Ashland, on Southport just north of Irving Park Road. (Robert Selle Photo, Wien-Criss Archive)

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

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

On July 13, 1955, a 700-series North Shore Line car is being converted into a Silverliner, while flanked by cars 419 and 746 at the Highwood Shops. (Robert Selle Photo, Wien-Criss Archive)

On July 13, 1955, a 700-series North Shore Line car is being converted into a Silverliner, while flanked by cars 419 and 746 at the Highwood Shops. (Robert Selle Photo, Wien-Criss Archive)

Clark in December 1951. Note the outdoor scale at left. (Robert Selle Photo, Wien-Criss Archive)

CTA one-man car 6171 is at Lawrence and Clark in December 1951. Note the outdoor scale at left. (Robert Selle Photo, Wien-Criss Archive)

CTA one-man car 1784 is heading southwest on Ogden (Route 58) at Van Buren and Honore. To the right, buildings are being cleared away for the Congress Expressway. To the north, you can see a Wieboldt's department store, which was located on Adams between Ogden and Ashland. The "L" to the rear is the Met branch leading to Logan Suare, already out of service for several months when this picture was taken in August 1951. The Garfield Park "L" would have been directly behind the photographer, smack dab in the middle of what became the expressway footprint. (Robert Selle Photo, Wien-Criss Archive)

CTA one-man car 1784 is heading southwest on Ogden (Route 58) at Van Buren and Honore. To the right, buildings are being cleared away for the Congress Expressway. To the north, you can see a Wieboldt’s department store, which was located on Adams between Ogden and Ashland. The “L” to the rear is the Met branch leading to Logan Suare, already out of service for several months when this picture was taken in August 1951. The Garfield Park “L” would have been directly behind the photographer, smack dab in the middle of what became the expressway footprint. (Robert Selle Photo, Wien-Criss Archive)

CTA Pullmans 546 and 553 cross near a safety island at 71st and Ashland on June 29, 1953. (Robert Selle Photo, Wien-Criss Archive)

CTA Pullmans 546 and 553 cross near a safety island at 71st and Ashland on June 29, 1953. (Robert Selle Photo, Wien-Criss Archive)

In this amazing June 22, 1953 view of the junction at Tower 18, on Chicago's Loop "L" at Lake and Wells, we see CTA Evanston Express and Garfield Park trains, with a North Shore Line train in the background. Until 1969, both Loop tracks ran in the same direction, so the two cars are heading towards the photographer, while the North Shore Line train is going away. The photographer was standing on the Randolph and Wells platform. That station has since been replaced by Washington and Wells. (Robert Selle Photo, Wien-Criss Archive)

In this amazing June 22, 1953 view of the junction at Tower 18, on Chicago’s Loop “L” at Lake and Wells, we see CTA Evanston Express and Garfield Park trains, with a North Shore Line train in the background. Until 1969, both Loop tracks ran in the same direction, so the two cars are heading towards the photographer, while the North Shore Line train is going away. The photographer was standing on the Randolph and Wells platform. That station has since been replaced by Washington and Wells. (Robert Selle Photo, Wien-Criss Archive)

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

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

CTA Pullman 643 is westbound at North and Halsted on August 14, 1948. That section of "L" at the rear, part of a section known as the "triple curve," is still there today, and is used by Brown and Purple Line trains. (Robert Selle Photo, Wien-Criss Archive)

CTA Pullman 643 is westbound at North and Halsted on August 14, 1948. That section of “L” at the rear, part of a section known as the “triple curve,” is still there today, and is used by Brown and Purple Line trains. (Robert Selle Photo, Wien-Criss Archive)

CTA Clark Street PCC 4361 and Broadway PCC 7175 meet at Clark, Broadway, and Diversey on November 8, 1953. (Robert Selle Photo, Wien-Criss Archive)

CTA Clark Street PCC 4361 and Broadway PCC 7175 meet at Clark, Broadway, and Diversey on November 8, 1953. (Robert Selle Photo, Wien-Criss Archive)

CTA Pullman 558, turning onto Ashland from Irving Park Road on May 19, 1953. (Robert Selle Photo, Wien-Criss Archive)

CTA Pullman 558, turning onto Ashland from Irving Park Road on May 19, 1953. (Robert Selle Photo, Wien-Criss Archive)

CTA one-man car 3276 on Route 50 - Damen at about 2300 North. (Robert Selle Photo, Wien-Criss Archive)

CTA one-man car 3276 on Route 50 – Damen at about 2300 North. (Robert Selle Photo, Wien-Criss Archive)

CTA 926 is a Lincoln-Peterson car at Division and Clark in June 1951. (Robert Selle Photo, Wien-Criss Archive)

CTA 926 is a Lincoln-Peterson car at Division and Clark in June 1951. (Robert Selle Photo, Wien-Criss Archive)

CTA Pullman 58 is running as a "tripper" on Broadway-State on May 18, 1954. Here, we see it southbound on State Street, crossing the Chicago River over the bridge that was put into service in 1949. (Robert Selle Photo, Wien-Criss Archive)

CTA Pullman 58 is running as a “tripper” on Broadway-State on May 18, 1954. Here, we see it southbound on State Street, crossing the Chicago River over the bridge that was put into service in 1949. (Robert Selle Photo, Wien-Criss Archive)

CTA 575 is southbound on Paulina near Washington Boulevard, running on Route 9 - Ashland on September 15, 1953. (Robert Selle Photo, Wien-Criss Archive)

CTA 575 is southbound on Paulina near Washington Boulevard, running on Route 9 – Ashland on September 15, 1953. (Robert Selle Photo, Wien-Criss Archive)

A green and cream "L" car passes a green and cream trolley. CTA 4327 is at the front of a Lake Street "L" train, running at ground level under trolley wire at Pine Street, while CTA 3141 prepares to turn and cross the tracks, heading to the other side of the Chicago & North Western embankment on September 26, 1953. (Robert Selle Photo, Wien-Criss Archive)

A green and cream “L” car passes a green and cream trolley. CTA 4327 is at the front of a Lake Street “L” train, running at ground level under trolley wire at Pine Street, while CTA 3141 prepares to turn and cross the tracks, heading to the other side of the Chicago & North Western embankment on September 26, 1953. (Robert Selle Photo, Wien-Criss Archive)

Trolley scrapping: except for a few stragglers, nearly all red cars were scrapped by the CTA after being taken out of regular service on May 30, 1954. On November 6, 1954, we see Big Pullmans 248 and 585 at right, and one of the cars at left is 604 in this scene at South Shops. (Robert Selle Photo, Wien-Criss Archive)

Trolley scrapping: except for a few stragglers, nearly all red cars were scrapped by the CTA after being taken out of regular service on May 30, 1954. On November 6, 1954, we see Big Pullmans 248 and 585 at right, and one of the cars at left is 604 in this scene at South Shops. (Robert Selle Photo, Wien-Criss Archive)

The late Robert Selle, a very gifted photographer, took his own picture inside CTA streetcar 3217 at 69th Street Station on July 12, 1952. (Wien-Criss Archive)

The late Robert Selle, a very gifted photographer, took his own picture inside CTA streetcar 3217 at 69th Street Station on July 12, 1952. (Wien-Criss Archive)

Bob Selle took a "fast shot" of CTA 681 just inside the gates at Limits Station on June 28, 1952. Limits was located at 2650 North Clark Street, which was the city limits in the late 1800s. (Wien-Criss Archive)

Bob Selle took a “fast shot” of CTA 681 just inside the gates at Limits Station on June 28, 1952. Limits was located at 2650 North Clark Street, which was the city limits in the late 1800s. (Wien-Criss Archive)

In this September 5, 1953 view, looking west from the CTA Racine Avenue station on the old Metroplitan main line, we see the Throop Street Shops at right. A CA&E train is approaching us, heading toward the Loop. (Robert Selle Photo, Wien-Criss Archive)

In this September 5, 1953 view, looking west from the CTA Racine Avenue station on the old Metroplitan main line, we see the Throop Street Shops at right. A CA&E train is approaching us, heading toward the Loop. (Robert Selle Photo, Wien-Criss Archive)

A 6-car CTA Ravenswood "A" train, made up of 200 and 300-series "L" cars, approaches Clark and Lake on September 15, 1953. (Robert Selle Photo, Wien-Criss Archive)

A 6-car CTA Ravenswood “A” train, made up of 200 and 300-series “L” cars, approaches Clark and Lake on September 15, 1953. (Robert Selle Photo, Wien-Criss Archive)

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

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

A two-car CTA train of railroad-roof cars is on the bridge over the North Shore Channel on the Evanston line on November 29, 1952. (Robert Selle Photo, Wien-Criss Archive)

A two-car CTA train of railroad-roof cars is on the bridge over the North Shore Channel on the Evanston line on November 29, 1952. (Robert Selle Photo, Wien-Criss Archive)

A view of the first 6400-series CTA "L" cars head into Chicago on a North Shore Line freight train on February 19, 1955. The location is just south of the Highmoor, Illinois station. Some of the parts used on these cars were recyycled from scrapped CTA PCCs that had less than 10 years' service. (Robert Selle Photo, Wien-Criss Archive)

A view of the first 6400-series CTA “L” cars head into Chicago on a North Shore Line freight train on February 19, 1955. The location is just south of the Highmoor, Illinois station. Some of the parts used on these cars were recyycled from scrapped CTA PCCs that had less than 10 years’ service. (Robert Selle Photo, Wien-Criss Archive)

CTA Pullman PCC 4063 is turning from Madison Street onto Franklin on its way into the Loop, running on Route 20 - Madison. In this September 16, 1953 view, car 4063 appears to have suffered some front-end damage that has gone unrepaired. This is probably due to the CTA's desire to scrap these cars within the next year or so. (Robert Selle Photo, Wien-Criss Archive)

CTA Pullman PCC 4063 is turning from Madison Street onto Franklin on its way into the Loop, running on Route 20 – Madison. In this September 16, 1953 view, car 4063 appears to have suffered some front-end damage that has gone unrepaired. This is probably due to the CTA’s desire to scrap these cars within the next year or so. (Robert Selle Photo, Wien-Criss Archive)

CTA PCC 4081, heading south on Route 22 - Clark-Wentworth, proceeds slowly through a work zone at Clark and Van Buren on July 17, 1954. For more pictures of this, see our previous post Track Work @Clark & Van Buren, 1954 (February 1, 2015). This negative was apparently sold by an "RJA" at one point, which may mean the photo was taken by railfan Richard J. Anderson. This track work was related to the conversion of Clark and Dearborn into one-way streets downtown. (Wien-Criss Archive)

CTA PCC 4081, heading south on Route 22 – Clark-Wentworth, proceeds slowly through a work zone at Clark and Van Buren on July 17, 1954. For more pictures of this, see our previous post Track Work @Clark & Van Buren, 1954 (February 1, 2015). This negative was apparently sold by an “RJA” at one point, which may mean the photo was taken by railfan Richard J. Anderson. This track work was related to the conversion of Clark and Dearborn into one-way streets downtown. (Wien-Criss Archive)

From the Collections of William Shapotkin

Again, our tanks to Bill for sharing these with us.

CTA PCCs 7182 and 4380 (or is it 4390?) are turning from Wentworth onto Vincennes at 73rd Street on Route 22. From the looks of the automobiles, this picture may have been taken in 1958. (William Shapotkin Collection)

CTA PCCs 7182 and 4380 (or is it 4390?) are turning from Wentworth onto Vincennes at 73rd Street on Route 22. From the looks of the automobiles, this picture may have been taken in 1958. (William Shapotkin Collection)

CSL/CTA 6213 at 93rd and Exchange Avenue. The slide said the cross street was Anthony, but as Tony Waller points out, "The photo of the red streetcar on route 95 captioned as being at 93rd and Anthony Ave. is actually at 93rd and Exchange Ave. The streetcar line westbound turned from Exchange onto 93rd. Anthony Ave. parallels the PRR/NYC viaducts (and now the Skyway bridge alignment) that is in the near distance; crossing the streetcar line at a perpendicular angle." (William Shapotkin Collection)

CSL/CTA 6213 at 93rd and Exchange Avenue. The slide said the cross street was Anthony, but as Tony Waller points out, “The photo of the red streetcar on route 95 captioned as being at 93rd and Anthony Ave. is actually at 93rd and Exchange Ave. The streetcar line westbound turned from Exchange onto 93rd. Anthony Ave. parallels the PRR/NYC viaducts (and now the Skyway bridge alignment) that is in the near distance; crossing the streetcar line at a perpendicular angle.” (William Shapotkin Collection)

CSL 5130, signed for 31st and Lake Park. Bill Shapotkin says this car "is at Archer/Pitney. The view looks N-N/W on Pitney. The car has just changed ends and will take the crossover to head east." (William Shapotkin Collection)

CSL 5130, signed for 31st and Lake Park. Bill Shapotkin says this car “is at Archer/Pitney. The view looks N-N/W on Pitney. The car has just changed ends and will take the crossover to head east.” (William Shapotkin Collection)

CSL 5083 is signed for Pitney and Archer. Bill Shapotkin say this location "is E/B in 31st, the car has just x/o South Park (now King Dr). The church on the S/E corner is still-standing and either is or has just undergone renovation." (William Shapotkin Collection)

CSL 5083 is signed for Pitney and Archer. Bill Shapotkin say this location “is E/B in 31st, the car has just x/o South Park (now King Dr). The church on the S/E corner is still-standing and either is or has just undergone renovation.” (William Shapotkin Collection)

CSL 5147, signed for Pitney and Archer. Bill Shapotkin says this location "is W/B at Wallace (note address of 556 on building at left and car tracks in Wallace). View looks E-N/E." (William Shapotkin Collection)

CSL 5147, signed for Pitney and Archer. Bill Shapotkin says this location “is W/B at Wallace (note address of 556 on building at left and car tracks in Wallace). View looks E-N/E.” (William Shapotkin Collection)

CTA 6199 is signed for Route 87A. (William Shapotkin Collection)

CTA 6199 is signed for Route 87A. (William Shapotkin Collection)

This close-up from the previous image, although not very sharp, does show that this car is a Frazer, a product of the Kaiser-Frazer company, If I had to guess, I would say it's a 1947 model, possibly a Frazer Manhattan. Most of the styling on this car is attributed to "Dutch" Darrin. Kaiser-Frazer was an independent automaker between 1946 and 1954, started by aluminum magnate Henry J. Kaiser.

This close-up from the previous image, although not very sharp, does show that this car is a Frazer, a product of the Kaiser-Frazer company, If I had to guess, I would say it’s a 1947 model, possibly a Frazer Manhattan. Most of the styling on this car is attributed to “Dutch” Darrin. Kaiser-Frazer was an independent automaker between 1946 and 1954, started by aluminum magnate Henry J. Kaiser.

CTA one-man car 3224 is at 92nd and Baltimore. That's a bus trailing behind. (William Shapotkin Collection)

CTA one-man car 3224 is at 92nd and Baltimore. That’s a bus trailing behind. (William Shapotkin Collection)

CTA Pullman 144, possibly on a late 1950s fantrip. This car is now at the Illinois Railway Museum. (William Shapotkin Collection)

CTA Pullman 144, possibly on a late 1950s fantrip. This car is now at the Illinois Railway Museum. (William Shapotkin Collection)

CTA one-man car 3219 is at 87th and Escanaba in May 1950, at the end of the line for Route 87A. The operator is changing ends. (William Shapotkin Collection)

CTA one-man car 3219 is at 87th and Escanaba in May 1950, at the end of the line for Route 87A. The operator is changing ends. (William Shapotkin Collection)

CTA one-man car 3220 is at 67th and Oglesby in June 1952, on Route 67. (William Shapotkin Collection)

CTA one-man car 3220 is at 67th and Oglesby in June 1952, on Route 67. (William Shapotkin Collection)

CTA 6153. (William Shapotkin Collection)

CTA 6153. (William Shapotkin Collection)

CTA 7191 is at 81st and Wallace on Route - Clark-Wentworth. (Robert W. Gibson Photo, William Shapotkin collection)

CTA 7191 is at 81st and Wallace on Route – Clark-Wentworth. (Robert W. Gibson Photo, William Shapotkin collection)

CTA Pullman 459 is at Ashland and 27th Street on Route 9 in February 1951. (William Shapotkin Collection)

CTA Pullman 459 is at Ashland and 27th Street on Route 9 in February 1951. (William Shapotkin Collection)

CSL 5147, signed for Pitney and Archer. Michael D. Franklin adds, "This picture shows 6181 heading south on Larrabee St between Crosby St and Kingsbury Street. Building with 'Adams Mfg. Co.' is still standing at 907 N. Larrabee Ave." (William Shapotkin Collection)

CSL 5147, signed for Pitney and Archer. (William Shapotkin Collection)

CSL 5154, signed for Piney and Archer. Bill Shapotkin says, "This car is at East end-of-line in 26th east of Lake Park Ave -- note IC catenary in background. View looks N/E." (William Shapotkin Collection)

CSL 5154, signed for Piney and Archer. Bill Shapotkin says, “This car is at East end-of-line in 26th east of Lake Park Ave — note IC catenary in background. View looks N/E.” (William Shapotkin Collection)

CTA 5278 at 79th and Western in March 1948 on Route 79. (William Shapotkin Collection)

CTA 5278 at 79th and Western in March 1948 on Route 79. (William Shapotkin Collection)

CTA one-man car 6224 is at 92nd and Commercial in April 1948. (William Shapotkin Collection)

CTA one-man car 6224 is at 92nd and Commercial in April 1948. (William Shapotkin Collection)

CTA one-man car 6272 is at 89th and Buffalo on Route 93 in April 1948. (William Shapotkin Collection)

CTA one-man car 6272 is at 89th and Buffalo on Route 93 in April 1948. (William Shapotkin Collection)

CSL one-man car 6213 is at 89th and Avenue O in October 1946, on Route 93-95. (William Shapotkin Collection)

CSL one-man car 6213 is at 89th and Avenue O in October 1946, on Route 93-95. (William Shapotkin Collection)

CTA 6209 is at 94th on July 2, 1949, running on Route 93-95. (William Shapotkin Collection)

CTA 6209 is at 94th on July 2, 1949, running on Route 93-95. (William Shapotkin Collection)

CTA Pullman 677 is at Pulaski and Bryn Mawr in 1949 on Route 53. (William Shapotkin Collection)

CTA Pullman 677 is at Pulaski and Bryn Mawr in 1949 on Route 53. (William Shapotkin Collection)

Bill Shapotkin writes:

All the pix of a ‘GM&O” passenger train are of the southbound “Plug,” the Chicago-Joliet suburban train. Even after the ICG merger, the train continued to operate with GM&O equipment — and indeed, the loco (do not recall if it was 880-B or not), even got a new GM&O logo stenciled onto its nose. Bi-level equipment arrived (I believe) circa 1977-79, when a second “Plug” was added to the schedule.

A Gulf, Mobile & Ohio passenger train near Chicago's Loop. This slide was process in August 1972, right around the time that the GM&O was merged into the Illinois Central. (William Shapotkin Collection)

A Gulf, Mobile & Ohio passenger train near Chicago’s Loop. This slide was process in August 1972, right around the time that the GM&O was merged into the Illinois Central. (William Shapotkin Collection)

A GM&O diesel in August 1972, near some Penn Central motive power. (William Shapotkin Collection)

A GM&O diesel in August 1972, near some Penn Central motive power. (William Shapotkin Collection)

A diesel loco, still in GM&O colors, on August 15, 1978. (William Shapotkin Collection)

A diesel loco, still in GM&O colors, on August 15, 1978. (William Shapotkin Collection)

A GM&O loco heads up a passenger train in August 1975 and prepares to pass an Amtrak train. (William Shapotkin Collection)

A GM&O loco heads up a passenger train in August 1975 and prepares to pass an Amtrak train. (William Shapotkin Collection)

A Chicago & North Western commuter train near Chicago's Loop in August 1970. (William Shapotkin Collection)

A Chicago & North Western commuter train near Chicago’s Loop in August 1970. (William Shapotkin Collection)

A Chicago & North Western commuter train in Maywood on August 4, 1969. (William Shapotkin Collection)

A Chicago & North Western commuter train in Maywood on August 4, 1969. (William Shapotkin Collection)

CTA "Fishbowl" bus 1253 at Jefferson Park on June 25, 1978, running on Route 81. (Ronald J. Sullivan Photo, William Shapotkin Collection)

CTA “Fishbowl” bus 1253 at Jefferson Park on June 25, 1978, running on Route 81. (Ronald J. Sullivan Photo, William Shapotkin Collection)

CTA "Fishbowl" 1178 leaving Jefferson Park on Route 81 on March 10, 1980. (William Shapotkin Collection)

CTA “Fishbowl” 1178 leaving Jefferson Park on Route 81 on March 10, 1980. (William Shapotkin Collection)

CTA bus 6286 is turning from Clark onto Southport in April 2008. This is the north end for Route 9 - Ashland. (John J. Le Beau Photo, William Shapotkin Collection)

CTA bus 6286 is turning from Clark onto Southport in April 2008. This is the north end for Route 9 – Ashland. (John J. Le Beau Photo, William Shapotkin Collection)

Milwaukee County Transit System 4718 at the Mitchell International Airport cell phone parking lot on September 30, 2016. (William Shapotkin Collection)

Milwaukee County Transit System 4718 at the Mitchell International Airport cell phone parking lot on September 30, 2016. (William Shapotkin Collection)

Milwaukee County Transit System 5612 at the Mitchell International Airport cell phone parking lot on April 26, 2017. (William Shapotkin Collection)

Milwaukee County Transit System 5612 at the Mitchell International Airport cell phone parking lot on April 26, 2017. (William Shapotkin Collection)

Milwaukee County Transit System 5180 at the Bayshore loop on February 20, 2012, running the Green Line to Mitchell Airport. (William Shapotkin Collection)

Milwaukee County Transit System 5180 at the Bayshore loop on February 20, 2012, running the Green Line to Mitchell Airport. (William Shapotkin Collection)

Milwaukee County Transit System 5174 at the 60th and Vliet loop on May 27, 2012, running Route 33. (William Shapotkin Collection)

Milwaukee County Transit System 5174 at the 60th and Vliet loop on May 27, 2012, running Route 33. (William Shapotkin Collection)

Milwaukee County Transit System 5129 at 35th and Silver Spring on June 9, 2012, running Route 19. (William Shapotkin Collection)

Milwaukee County Transit System 5129 at 35th and Silver Spring on June 9, 2012, running Route 19. (William Shapotkin Collection)

Milwaukee County Transit System 5162 at the 60th and Vliet loop on February 19, 2012, running Route 33. (William Shapotkin Collection)

Milwaukee County Transit System 5162 at the 60th and Vliet loop on February 19, 2012, running Route 33. (William Shapotkin Collection)

Milwaukee County Transit System 5137 at the 60th and Vliet loop on March 5, 2012, running Route 33. (William Shapotkin Collection)

Milwaukee County Transit System 5137 at the 60th and Vliet loop on March 5, 2012, running Route 33. (William Shapotkin Collection)

Railroad Record Club News

From Kenneth Gear:

I just found an interesting RRC document on line. It is a list of all RRC records available at the time of RRC 12 the DM&IR record’s release. I found it on a British vinyl record website but the copy of RRC 12 it came with was already sold. Unfortunately the scan is low res and there wasn’t much I could do to fix it. I color corrected it and sharpened the image. It is readable and contains a little bit of info about the club membership.

Recent Correspondence

Barry Shanoff writes:

I haven’t seen any updates in a while. I hope all is well.

Thanks for writing.

I worked 15 out of 16 days in a row last month as an election judge, and that pretty much wore me out for a while. After that, it took me a couple weeks to get back up to speed.

Meanwhile, I have also been working hard on my next book, now scheduled for publication on October 1st. It’s close to being finished. I am also collecting material for what I hope will be next year’s book.

I have also been collecting lots of new images for the blog (see this post!).  There’s a major article coming soon by Larry Sakar about Milwaukee streetcars, plus lots of images that other people have shared with me, in addition to ones I have purchased.

So although there hasn’t been a post in a while, a lot of work, as always, has been going on behind the scenes.

Charlie Vlk writes:

In case you haven’t come across this site the Indiana Historical Society has photos of 4200s being built and North Shore and South Shore items.

http://images.indianahistory.org/cdm/search/collection/p16797coll21/searchterm/chicago/order/title

There is an excellent film of a North Shore Line wreck filmed on February 24, 1930 at https://mirc.sc.edu/islandora/object/usc%3A48292

PS- Still looking for photos of the Douglas Park CB&Q / El stations.

Thanks very much for sharing these links!

Thomas Kruse writes, regarding our previous post A Shoebox Full of Dreams (September 21, 2017)

A caregiver for my father sent this to me. My father is the Marvin C. Kruse you cited. A few corrections. My dad just celebrated his 96th birthday a few weeks ago, alive and well. Also he never said he was POW.

I LOVE what you have done with his photos that my brother sold. This is a real benefit for all. Very good memories; Dad enjoyed this blog, too.

Looks like some of the information I dug up applied to a different Marvin C. Kruse. We have corrected the post, thanks. Glad he likes it.

Jack Bejna writes:

Another great post! The time you spend in preparation of these posts has to be enormous and just want you to know that your efforts are appreciated!

More CA&E images to come!

Tony Waller writes:

While I commend you for keeping up the great work, I believe I detected some errors in your photos. In the photo of the Fifth Avenue shuttle’s one-man red car that you said must be 1954 and not the cited 1953. It could well have been 1953. When streetcars were replaced by weekend/holiday buses on Route 20 Madison and Madison/Fifth in March 1952, buses ran on the Fifth Avenue branch only on Saturdays (through to the Loop). One-man red cars instituted the shuttle service on Fifth Avenue on Sundays and major holidays. Following complete bus substitution on the main line of Madison in December 1953, the one-man red car shuttle provided all service (seven days per week) on Fifth Avenue until February 1954 when the branch was discontinued without replacement.

The photo of the IC electric suburban train does not appear to me to be at Halsted (West Pullman) station on the Blue Island branch. I can’t say where it is, however.

The photo of the two wooden “railroad roof” Chicago Rapid Transit cars are not on the Central St., Evanston elevation; but are on the bridge over the nearby North Shore Channel waterway.

The photo of the red streetcar on route 95 captioned as being at 93rd and Anthony Ave. is actually at 93rd and Exchange Ave. The streetcar line westbound turned from Exchange onto 93rd. Anthony Ave. parallels the PRR/NYC viaducts (and now the Skyway bridge alignment) that is in the near distance; crossing the streetcar line at a perpendicular angle.

But as I said above, keep up your great work!

Thanks for the corrections. I did already fix the caption for the IC picture, which was the result of the neg envelopes getting switched between two negs. Not sure whether Bob Selle did this, but in any event I purchased one neg and Jeff Wien the other. Once we swap neg envelopes, order will be restored in the universe.

The www.chicagorailfan.com web site gives May 11, 1952 as the date when buses were substituted for streetcars on weekends for Route 20, but did not say anything about the Madison-Fifth branch line still being operated with trolleys as a shuttle until December 13, 1953.  Admittedly, some of this minutiae does get a bit confusing.

However, this is all clarified on page 284 of Chicago Surface Lines: An Illustrated History (Third Edition), where author Alan R. Lind notes:

“CTA substituted buses for the Madison main line cars on weekends only starting May 11, 1952… (regarding the Madison-Fifth branch) On May 11, 1952 it remained a two-man car route on weekdays to downtown, but became a bus route to downtown on Saturdays only, and a one-man shuttle car route on Sundays only.”

One reason Madison-Fifth was eventually discontinued without bus replacement was the construction of the Congress (now Eisenhower) expressway. It was decided to simply truncate Fifth Avenue at the highway and no bridge was built crossing it. Other cutbacks to that street have followed, to the point where today it is perhaps a vestige of what it once was.

The other thing that cinches it is the calendar. February 15, 1953 was a Sunday, when shuttle cars would have been running, while the following year the 15th was a Monday.  Since Bob Selle marked on his neg envelope that this was a Sunday, the 1953 date must be correct after all.

Our resident South Side expert M. E. writes:

Missed you, wondered where you went. Glad you’re back.

https://thetrolleydodger.files.wordpress.com/2018/04/image616.jpg
Your caption says “signed for route 1 – Cermak.” Cermak was — and still is — route 21, as is displayed on the streetcar’s front sign.

https://thetrolleydodger.files.wordpress.com/2018/04/image742.jpg
The reason the original year given was 1953 is simple — everyone forgets to adjust for a new year until a few months into the new year. I’m sure you have written checks with the prior year’s date.

https://thetrolleydodger.files.wordpress.com/2018/04/image691.jpg
Behind the streetcar you see the tracks and the trolley wires curving to the left. Also, this streetcar is crossing a railroad. Also, the sign indicates the car is westbound to 95th and State. All of this tells me this is the area west of Stony Island Ave. where the 93rd/95th streetcar wiggled through several streets, heading west and south, before crossing the railroad seen in the picture. I also think the person in the front left window of the streetcar is its conductor. When the streetcar approached the railroad crossing, it stopped. The conductor had to get out of the streetcar, walk up to the railroad track, look both ways for trains, and then signal to the motorman if it was okay to cross the railroad tracks. The conductor probably re-boarded the streetcar at the front. He could stay there a while because the next streetcar stop was a fair distance west. By the way, this crossing required a two-man crew, which otherwise would have been only one man because of relatively light patronage on that line. The customers on this particular run were most likely steelworkers heading home.

https://thetrolleydodger.files.wordpress.com/2018/04/image688.jpg
I wondered why there was a Gulf, Mobile and Ohio passenger train in 1972, because most passenger railroads yielded to Amtrak in April 1971 (the only exceptions being the Rock Island, Southern, and Rio Grande). So I guessed this picture has to depict a commuter train. I looked up “GM&O commuter train” in Google, and sure enough, it was GM&O’s only commuter train of the day, called the Plug.

The “2” key on my computer keyboard has been malfunctioning recently, which explains why I typed 1 instead of 21.

Additional research seems to show the 1953 date is correct for image742. See my correspondence with Tony Waller, which I have posted to the main body of the post.

I will post your other corrections later today, thanks! Always great to hear from you.

George Trapp writes:

Great to see your latest post. I do have one small correction on one photo and a couple of observations on another.

The June 22, 1953 view of Tower 18 on the Loop Elevated: The train approaching on the left is an Evanston Express not a Ravenswood. The lead car is a former Northwestern Elevated 1000 series gate car, note left hand cab and trolley poles. The Ravenswood used former South Side gate cars that had been used on the Wilson-Kenwood locals at this time in addition to new 6000’s.. Also, run #509 is an Evanston run number, Ravenswood’s were in the 400’s. Train behind is a Ravenswood at Merchandise Mart with 6131-6200 series cars.

Photo of Air-Door Pullman #528 on State Street bridge running as a Broadway-State tripper on May 18, 1954. Interesting because some of these cars were retained for emergencies after Ashland was converted to bus in Feb., 1954. In your CERA bulletin 146, there’s a photo of a line of them at Devon next to PCC #7195. By May 1954 the Post War PCC fleet was down to 347 cars. One other thing is the former Chicago Motor Coach 1001-1008 series Mack C-50 on the Wabash bridge. Unusual because they were not GM’s CMC’s usual supplier. They were probably purchased at GM’s encouragement because of anti-trust pressure GM was feeling. CMC reverted back to GM for 50 more TDH5103’s delivered four months after the Macks.

It’s great to hear from you; thanks for writing.

Ravenswood was what Bob Selle, the photographer, wrote on his negative envelope, so I went with that. But as we know, no one is infallible, and sometimes what’s written on a neg, slide, or print can turn out to be wrong.

Mr. Selle was a stickler for details, often putting down the day of the week and even the time of day when his pictures were taken, so for him, it’s a rare mistake. I will correct the caption, thanks.

We have written about the last few red cars before, the ones that were kept after May 30, 1954 for emergency use. I am pretty sure we were able to determine which cars they were, and how many.

Adam Platt writes:

Thanks again for the wonderful posts. They keep me up way too late some nights.

You’re welcome!

Wally Weart writes:

A home run, really one of the best so far.

Thanks!!

Glad you like this post.  Again, special thanks to Jeff Wien and Bill Shapotkin for their contributions.

-David Sadowski

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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This is our 210th 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 395,000 page views, for which we are very grateful.

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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.

HOLIDAY SPECIAL! This book makes an excellent gift. For a limited time only, we have reduced the price to just $17.99 plus shipping. That’s $4.00 off the regular price.

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Points East, West and South

This remarkable Kodachrome image was taken on Canal Street in New Orleans on June 19, 1940. It was shot on size 828 film, which has an image area of 28x40mm, about 30% larger than 35mm. (828 film, which Kodak introduced in the late 1930s, was essentially 35mm film without sprocket holes, but with a paper backing like other roll film formats.) One of our regular readers writes, "The 4 tracks were taken out about 1948 when a number of the car lines that operated off of Canal were converted to trolley bus." The location is the intersection of Canal and St. Charles. Car 444 is looping at the end of the St. Charles route and will be turning to the left in the picture. WSMB (now WWWL) was an AM radio station at 1350 on the dial. Its old call letters reflect its original ownership by the Saenger theater chain and Maison Blanche department store. Its studios were located in the Maison Blanche department store building at right, now the Ritz-Carlton hotel. The Saenger Theatre, another local landmark, is also on the right side of the picture. In the days before air conditioning, men used to wear white suits, as you see here, since white reflects more heat than darker clothing. When this picture was taken, France had just fallen to Nazi Germany. The US did not enter World War II directly until 18 months later.

This remarkable Kodachrome image was taken on Canal Street in New Orleans on June 19, 1940. It was shot on size 828 film, which has an image area of 28x40mm, about 30% larger than 35mm. (828 film, which Kodak introduced in the late 1930s, was essentially 35mm film without sprocket holes, but with a paper backing like other roll film formats.)
One of our regular readers writes, “The 4 tracks were taken out about 1948 when a number of the car lines that operated off of Canal were converted to trolley bus.” The location is the intersection of Canal and St. Charles. Car 444 is looping at the end of the St. Charles route and will be turning to the left in the picture.
WSMB (now WWWL) was an AM radio station at 1350 on the dial. Its old call letters reflect its original ownership by the Saenger theater chain and Maison Blanche department store. Its studios were located in the Maison Blanche department store building at right, now the Ritz-Carlton hotel.
The Saenger Theatre, another local landmark, is also on the right side of the picture.
In the days before air conditioning, men used to wear white suits, as you see here, since white reflects more heat than darker clothing. When this picture was taken, France had just fallen to Nazi Germany. The US did not enter World War II directly until 18 months later.

Our theme today is points east, west, and south. We’re going off in three directions, every which way but north.

We are especially glad to feature both the Chicago & West Towns Railways and Gary Railways. These photos have been generously shared by George Trapp, long a friend of this blog.

The West Towns map and photos of other properties come from our own collections. As always, to see a larger version of each photo, just click on it with your mouse. And, if you have useful information to add, please be sure to contact us.

Enjoy!

-David Sadowski

NOLA

A streamlined Kodak Bantam camera, using size 828 roll film, of a type that may have taken the New Orleans picture.

A streamlined Kodak Bantam camera, using size 828 roll film, of a type that may have taken the New Orleans picture.

The same location today. The St. Charles line still loops as it did in the 1940 picture. Streetcars were absent from Canal Street for 40 years starting in 1964, but have returned. There is a crossover track, visible in this picture, connecting the two lines.

The same location today. The St. Charles line still loops as it did in the 1940 picture. Streetcars were absent from Canal Street for 40 years starting in 1964, but have returned. There is a crossover track, visible in this picture, connecting the two lines.

This close-up shows New Orleans Public Service car 444. One of our regular readers says, "It is not a Perley-Thomas built car but rather a Southern Car Company car built in 1914. Starting in 1914, all of the car bodies appeared the same starting with car #400 even though they were not all built by Perley-Thomas." It was part of a group of 50 cars, numbered 400-449. Behind the streetcar, you can see part of the marquee for the Loew's State Theatre (also known as the State Palace), at 1108 Canal Street. It opened in 1926, but is currently closed and awaiting restoration. You can see some pictures of that theater's interior here.

This close-up shows New Orleans Public Service car 444. One of our regular readers says, “It is not a Perley-Thomas built car but rather a Southern Car Company car built in 1914. Starting in 1914, all of the car bodies appeared the same starting with car #400 even though they were not all built by Perley-Thomas.” It was part of a group of 50 cars, numbered 400-449.
Behind the streetcar, you can see part of the marquee for the Loew’s State Theatre (also known as the State Palace), at 1108 Canal Street. It opened in 1926, but is currently closed and awaiting restoration. You can see some pictures of that theater’s interior here.

A bus crosses Canal.

A bus crosses Canal.

Loew's State circa 1930. From the Wikipedia: "The Rogue Song is a 1930 romantic musical film which tells the story of a Russian bandit who falls in love with a princess, but takes his revenge on her when her brother rapes and kills his sister. The Metro-Goldwyn-Mayer production was directed by Lionel Barrymore and released in two versions, with and without sound. Hal Roach wrote and directed the Laurel and Hardy sequences and was not credited. The film stars Metropolitan Opera singer Lawrence Tibbett— who was nominated for an Academy Award for Best Actor for his performance— and Catherine Dale Owen. Laurel and Hardy were third-billed; their sequences were filmed at the last minute and interspersed throughout the film in an attempt to boost its potential box office appeal. This film, which was MGM's first all-talking (two-color) Technicolor film, is partially lost, as there are no known complete prints of this film. Fragments do exist."

Loew’s State circa 1930. From the Wikipedia: “The Rogue Song is a 1930 romantic musical film which tells the story of a Russian bandit who falls in love with a princess, but takes his revenge on her when her brother rapes and kills his sister. The Metro-Goldwyn-Mayer production was directed by Lionel Barrymore and released in two versions, with and without sound. Hal Roach wrote and directed the Laurel and Hardy sequences and was not credited. The film stars Metropolitan Opera singer Lawrence Tibbett— who was nominated for an Academy Award for Best Actor for his performance— and Catherine Dale Owen. Laurel and Hardy were third-billed; their sequences were filmed at the last minute and interspersed throughout the film in an attempt to boost its potential box office appeal. This film, which was MGM’s first all-talking (two-color) Technicolor film, is partially lost, as there are no known complete prints of this film. Fragments do exist.”

Loew's circa 1940, showing I Love You Again, an MGM comedy starring William Powell and Myrna Loy, directed by W. S. Van Dyke. All three were associated with the Thin Man series of films, which were very popular.

Loew’s circa 1940, showing I Love You Again, an MGM comedy starring William Powell and Myrna Loy, directed by W. S. Van Dyke. All three were associated with the Thin Man series of films, which were very popular.

A postcard view of Canal Street, showing the same general area as the 1940 slide, but looking from the opposite direction.

A postcard view of Canal Street, showing the same general area as the 1940 slide, but looking from the opposite direction.

Chicago & West Towns

A Chicago & West Towns route map, from April 1942. By this time, only three streetcar lines were left: LaGrange, Lake, and Madison. The owner of the map crossed out (with has marks) some routes that were abandoned later. There was, by 1942, no track connection between the two north side lines and the LaGrange line. When the Lake and Madison lines were finally bustituted, the remaining streetcar fleet was moved at night in 1947 on a circuitous route via Chicago Surface Lines trackage.

A Chicago & West Towns route map, from April 1942. By this time, only three streetcar lines were left: LaGrange, Lake, and Madison. The owner of the map crossed out (with has marks) some routes that were abandoned later. There was, by 1942, no track connection between the two north side lines and the LaGrange line. When the Lake and Madison lines were finally bustituted, the remaining streetcar fleet was moved at night in 1947 on a circuitous route via Chicago Surface Lines trackage.

The Chicago & West Towns was a major streetcar operator in Chicago’s western suburbs until April 1948, when the last line was converted to bus. Bus operation continues today as part of Pace, a public agency.

C&WT 127 and 104 in Maywood. The grade crossing at rear may be a clue as to the exact location. Don's Rail Photos notes: "104 was built by McGuire-Cummings in 1917. It was scrapped in 1948." The 127 looks to be the older of the pair, built by McGuire-Cummings in 1914. (Joe L. Diaz Photo) Joe writes: "The photo of C&WT cars 127 and 104 is in Maywood at 19th and Railroad Avenue looking north."

C&WT 127 and 104 in Maywood. The grade crossing at rear may be a clue as to the exact location. Don’s Rail Photos notes: “104 was built by McGuire-Cummings in 1917. It was scrapped in 1948.” The 127 looks to be the older of the pair, built by McGuire-Cummings in 1914. (Joe L. Diaz Photo) Joe writes: “The photo of C&WT cars 127 and 104 is in Maywood at 19th and Railroad Avenue looking north.”

C&WT 135, making a turn, is signed for Melrose Park, possibly on the Lake or Madison lines. Don's Rail Photos: "135 was built by McGuire-Cummings in 1919. It was scrapped in 1947." (Joe L. Diaz Photo) Joe writes: "The photo of C&WT car 135 is looking east at Madison and 19th in Maywood. The apartment building is still there." Andre Kristopans: "CWT 135 turning from W on Madison to N on 19th Ave."

C&WT 135, making a turn, is signed for Melrose Park, possibly on the Lake or Madison lines. Don’s Rail Photos: “135 was built by McGuire-Cummings in 1919. It was scrapped in 1947.” (Joe L. Diaz Photo) Joe writes: “The photo of C&WT car 135 is looking east at Madison and 19th in Maywood. The apartment building is still there.” Andre Kristopans: “CWT 135 turning from W on Madison to N on 19th Ave.”

C&WT 134 at the North Riverside barn. (Joe L. Diaz Photo)

C&WT 134 at the North Riverside barn. (Joe L. Diaz Photo)

C&WT 153, 140 and 119 on the LaGrange line. Comparison with some other photos in this series shows this location is DesPlaines Avenue just south of 26th Street in Riverside. We are looking north. Don's Rail Photos: "153 was built by Cummings Car Co in 1927. It was scrapped in 1948. 140 was built by McGuire-Cummings in 1924. It was rebuilt in 1939 and scrapped in 1948. 119 was built by McGuire-Cummings in 1912. It was scrapped in 1948." (Joe L. Diaz Photo)

C&WT 153, 140 and 119 on the LaGrange line. Comparison with some other photos in this series shows this location is DesPlaines Avenue just south of 26th Street in Riverside. We are looking north. Don’s Rail Photos: “153 was built by Cummings Car Co in 1927. It was scrapped in 1948. 140 was built by McGuire-Cummings in 1924. It was rebuilt in 1939 and scrapped in 1948. 119 was built by McGuire-Cummings in 1912. It was scrapped in 1948.” (Joe L. Diaz Photo)

C&WT 116, 115, and 158 at Cermak and Kenton, east end of the LaGrange line. Riders heading east could change here for Chicago Surface Lines route 21 streetcars like the one shown at rear. (Joe L. Diaz Photo)

C&WT 116, 115, and 158 at Cermak and Kenton, east end of the LaGrange line. Riders heading east could change here for Chicago Surface Lines route 21 streetcars like the one shown at rear. (Joe L. Diaz Photo)

C&WT 152 is heading east on private right-of-way on the busy LaGrange route. The exact location is about 82 Park Place in Riverside. Car 152 has just crossed the DesPlaines River, passing through the Forest Preserves after stopping at the Brookfield Zoo. From here, it will turn north on Woodside Drive, which changes into DesPlaines Avenue, before heading east on 26th Street. (Joe L. Diaz Photo)

C&WT 152 is heading east on private right-of-way on the busy LaGrange route. The exact location is about 82 Park Place in Riverside. Car 152 has just crossed the DesPlaines River, passing through the Forest Preserves after stopping at the Brookfield Zoo. From here, it will turn north on Woodside Drive, which changes into DesPlaines Avenue, before heading east on 26th Street. (Joe L. Diaz Photo)

The same location today.

The same location today.

C&WT 112 crosses the Indiana Harbor Belt on the LaGrange line, with a steam train off in the distance. Don's Rail Photos: "112 was built by McGuire-Cummings in 1912. It was scrapped in 1948." (Joe L. Diaz Photo)

C&WT 112 crosses the Indiana Harbor Belt on the LaGrange line, with a steam train off in the distance. Don’s Rail Photos: “112 was built by McGuire-Cummings in 1912. It was scrapped in 1948.” (Joe L. Diaz Photo)

C&WT 101 is turning from 26th Street onto DesPlaines Avenue in Riverside on the LaGrange line. Don's Rail Photos: "101 was built by McGuire-Cummings in 1917. It was scrapped in 1948." (Joe L. Diaz Photo)

C&WT 101 is turning from 26th Street onto DesPlaines Avenue in Riverside on the LaGrange line. Don’s Rail Photos: “101 was built by McGuire-Cummings in 1917. It was scrapped in 1948.” (Joe L. Diaz Photo)

C&WT 134 and 124 meet at Madison and Harlem. Note how Madison took a jog when crossing between Oak Park and Forest Park. We are looking east. Don's Rail Photos: "124 was built by McGuire-Cummings in 1914. It was rebuilt in 1936 and scrapped in 1948." (Joe L. Diaz Photo)

C&WT 134 and 124 meet at Madison and Harlem. Note how Madison took a jog when crossing between Oak Park and Forest Park. We are looking east. Don’s Rail Photos: “124 was built by McGuire-Cummings in 1914. It was rebuilt in 1936 and scrapped in 1948.” (Joe L. Diaz Photo)

Madison and Harlem today. A route 318 Pace bus is turning from Harlem onto Madison. Pace is the successor to the West Towns. At some point, it appears that Madison was widened to eliminate the jog seen in the earlier photo.

Madison and Harlem today. A route 318 Pace bus is turning from Harlem onto Madison. Pace is the successor to the West Towns. At some point, it appears that Madison was widened to eliminate the jog seen in the earlier photo.

C&WT 101 is at Lake and Austin in Oak Park, the east end of its route. Two Chicago Surface Lines streetcars, including 1743, are across Austin Boulevard at the west end of route 16. Don's Rail Photos: "101 was built by McGuire-Cummings in 1917. It was scrapped in 1948. 1743 was built by CSL in 1923. It was rebuilt as one-man in 1949." The car at left looks like a 1941 Packard model One Twenty-- very stylish. (Joe L. Diaz Photo)

C&WT 101 is at Lake and Austin in Oak Park, the east end of its route. Two Chicago Surface Lines streetcars, including 1743, are across Austin Boulevard at the west end of route 16. Don’s Rail Photos: “101 was built by McGuire-Cummings in 1917. It was scrapped in 1948. 1743 was built by CSL in 1923. It was rebuilt as one-man in 1949.” The car at left looks like a 1941 Packard model One Twenty– very stylish. (Joe L. Diaz Photo)

A 1941 Packard One Twenty sedan.

A 1941 Packard One Twenty sedan.

C&WT 136 and 132 on Lake Street just west of Austin Boulevard in suburban Oak Park. This was the east end of the line. (Joe L. Diaz Photo)

C&WT 136 and 132 on Lake Street just west of Austin Boulevard in suburban Oak Park. This was the east end of the line. (Joe L. Diaz Photo)

Lake Street just west of Austin Boulevard today.

Lake Street just west of Austin Boulevard today.

Here, C&WT 119 appears to be crossing the Illinois Central at 26th Street, since that is an IC caboose at the rear of the passing freight train. Don's Rail Photos: "119 was built by McGuire-Cummings in 1912. It was scrapped in 1948." (Joe L. Diaz Photo)

Here, C&WT 119 appears to be crossing the Illinois Central at 26th Street, since that is an IC caboose at the rear of the passing freight train. Don’s Rail Photos: “119 was built by McGuire-Cummings in 1912. It was scrapped in 1948.” (Joe L. Diaz Photo)

Here, we are looking north along DesPlaines Avenue just south of 26th Street in Riverside. Cars from the LaGrange line turned east on 26th to Harlem, where they continued north to Cermak Road. Cars may be operating on a single track here due to track work. Southbound C&WT 107 waits for 161 to cross over to the northbound track, while a work car is on 26th. Don's Rail Photos: "107 was built by McGuire-Cummings in 1912. It was scrapped in 1948. 161 was built by Cummings Car Co in 1927. It was scrapped in 1948." (Joe L. Diaz Photo)

Here, we are looking north along DesPlaines Avenue just south of 26th Street in Riverside. Cars from the LaGrange line turned east on 26th to Harlem, where they continued north to Cermak Road. Cars may be operating on a single track here due to track work. Southbound C&WT 107 waits for 161 to cross over to the northbound track, while a work car is on 26th. Don’s Rail Photos: “107 was built by McGuire-Cummings in 1912. It was scrapped in 1948. 161 was built by Cummings Car Co in 1927. It was scrapped in 1948.” (Joe L. Diaz Photo)

A close-up of the previous image. This may be C&WT work car 12. Don's Rail Photos says, "12 was built by McGuire-Cummings in 1912. It was scrapped in 1948."

A close-up of the previous image. This may be C&WT work car 12. Don’s Rail Photos says, “12 was built by McGuire-Cummings in 1912. It was scrapped in 1948.”

The top of this building, on 26th Street just east of DesPlaines Avenue in North Riverside, has been altered, but it is still recognizable as the same building in the previous picture.

The top of this building, on 26th Street just east of DesPlaines Avenue in North Riverside, has been altered, but it is still recognizable as the same building in the previous picture.

C&WT 152 on the LaGrange line. (Joe L. Diaz Photo)

C&WT 152 on the LaGrange line. (Joe L. Diaz Photo)

C&WT 144 at the North Riverside car barn. Don's Rail Photos: "144 was built by McGuire-Cummings in 1924. It was scrapped in 1947." (Joe L. Diaz Photo)

C&WT 144 at the North Riverside car barn. Don’s Rail Photos: “144 was built by McGuire-Cummings in 1924. It was scrapped in 1947.” (Joe L. Diaz Photo)

C&WT 164 on Lake Street just west of Austin Boulevard in Oak Park. (Joe L. Diaz Photo)

C&WT 164 on Lake Street just west of Austin Boulevard in Oak Park. (Joe L. Diaz Photo)

C&WT 107 and a work car (12 or 13, hard to tell) plus a flat car on DesPlaines Avenue just south of 26th Street in Riverside. Don's Rail Photos: "107 was built by McGuire-Cummings in 1912. It was scrapped in 1948." (Joe L. Diaz Photo)

C&WT 107 and a work car (12 or 13, hard to tell) plus a flat car on DesPlaines Avenue just south of 26th Street in Riverside. Don’s Rail Photos: “107 was built by McGuire-Cummings in 1912. It was scrapped in 1948.” (Joe L. Diaz Photo)

C&WT 158 crossing the Illinois Central at 26th Street in Riverside. I believe the car is heading east. If it was heading west, the sign on the front of the car would probably advertise service direct to the Brookfield Zoo. (Joe L. Diaz Photo)

C&WT 158 crossing the Illinois Central at 26th Street in Riverside. I believe the car is heading east. If it was heading west, the sign on the front of the car would probably advertise service direct to the Brookfield Zoo. (Joe L. Diaz Photo)

C&WT 158 and 157 cross on the bridge over the DesPlaines River (LaGrange line). I believe we are looking south. (Joe L. Diaz Photo)

C&WT 158 and 157 cross on the bridge over the DesPlaines River (LaGrange line). I believe we are looking south. (Joe L. Diaz Photo)

C&WT 100, most likely at the North Riverside car barn. Car 130 is at right. Don's Rail Photos: "100 was built by McGuire-Cummings in 1917. It was scrapped in 1948. 130 was built by McGuire-Cummings in 1914. It was scrapped in 1948." (Joe L. Diaz Photo)

C&WT 100, most likely at the North Riverside car barn. Car 130 is at right. Don’s Rail Photos: “100 was built by McGuire-Cummings in 1917. It was scrapped in 1948. 130 was built by McGuire-Cummings in 1914. It was scrapped in 1948.” (Joe L. Diaz Photo)

C&WT 141 at the North Riverside car barn. Don's Rail Photos: "141 was built by McGuire-Cummings in 1924. It was rebuilt in 1939 and the body sold as a shed in 1948. It was purchased by Electric Railway Historical Society in 1958. It went to Illinois Railway Museum in 1973 and began restoring." The 141 is now in operating condition. (Joe L. Diaz Photo)

C&WT 141 at the North Riverside car barn. Don’s Rail Photos: “141 was built by McGuire-Cummings in 1924. It was rebuilt in 1939 and the body sold as a shed in 1948. It was purchased by Electric Railway Historical Society in 1958. It went to Illinois Railway Museum in 1973 and began restoring.” The 141 is now in operating condition. (Joe L. Diaz Photo)

C&WT 157 and 155 meet on DesPlaines Avenue and 26th street. Single track operation is in effect due to track work. (Joe L. Diaz Photo)

C&WT 157 and 155 meet on DesPlaines Avenue and 26th street. Single track operation is in effect due to track work. (Joe L. Diaz Photo)

C&WT line car 15 at an undetermined location. Don's Rail Photos: "15 was built by Pullman Car in 1897 as Suburban RR 512. It was renumbered 515 and rebuilt as 15 in 1927. It was rebuilt in 1940 and scrapped in 1948." (Joe L. Diaz Photo)

C&WT line car 15 at an undetermined location. Don’s Rail Photos: “15 was built by Pullman Car in 1897 as Suburban RR 512. It was renumbered 515 and rebuilt as 15 in 1927. It was rebuilt in 1940 and scrapped in 1948.” (Joe L. Diaz Photo)

C&WT 156 is on Cermak at Cicero Avenue. The Pinkert State Bank (built in 1919) at rear was located at 4810-12 W. Cerak (22nd Street) in Cicero. It featured prominently in the government's tax evasion cases against Al and Ralph Capone. Don's Rail Photos: "156 was built by Cummings Car Co in 1927. It was rebuilt in 1942 and scrapped in 1948." (Joe L. Diaz Photo)

C&WT 156 is on Cermak at Cicero Avenue. The Pinkert State Bank (built in 1919) at rear was located at 4810-12 W. Cerak (22nd Street) in Cicero. It featured prominently in the government’s tax evasion cases against Al and Ralph Capone. Don’s Rail Photos: “156 was built by Cummings Car Co in 1927. It was rebuilt in 1942 and scrapped in 1948.” (Joe L. Diaz Photo)

C&WT 140 on the LaGrange line. Don's Rail Photos: "140 was built by McGuire-Cummings in 1924. It was rebuilt in 1939 and scrapped in 1948." (Joe L. Diaz Photo)

C&WT 140 on the LaGrange line. Don’s Rail Photos: “140 was built by McGuire-Cummings in 1924. It was rebuilt in 1939 and scrapped in 1948.” (Joe L. Diaz Photo)

C&WT 136 and 132 are eastbound on one of the lines that terminated at Austin Boulevard (either Lake or Madison). (Joe L. Diaz Photo) Joe writes: "The photo of C&WT cars 132 and 136 may have been taken at Lake and 25th, the west end of the Lake Street line." Andre Kristopans: "CWT 132, 136 at west end of Lake St line at 25th Ave."

C&WT 136 and 132 are eastbound on one of the lines that terminated at Austin Boulevard (either Lake or Madison). (Joe L. Diaz Photo) Joe writes: “The photo of C&WT cars 132 and 136 may have been taken at Lake and 25th, the west end of the Lake Street line.” Andre Kristopans: “CWT 132, 136 at west end of Lake St line at 25th Ave.”

Three C&WT streetcars, including 103 and 104, are on Lake Street at Austin Boulevard. We are looking to the east, which explains why the head car is signed for Maywood. According to Don's Rail Photos, both 103 and 104 were built by McGuire-Cummings in 1917 and scrapped in 1948. (Joe L. Diaz Photo)

Three C&WT streetcars, including 103 and 104, are on Lake Street at Austin Boulevard. We are looking to the east, which explains why the head car is signed for Maywood. According to Don’s Rail Photos, both 103 and 104 were built by McGuire-Cummings in 1917 and scrapped in 1948. (Joe L. Diaz Photo)

The laundry in the previous photo is now a beauty parlor.

The laundry in the previous photo is now a beauty parlor.

C&WT 141 is westbound, crossing the DesPlaines River on the LaGrange line. This car, sole survivor of the fleet, has been restored and you can ride it at the Illinois Railway Museum. (Joe L. Diaz Photo)

C&WT 141 is westbound, crossing the DesPlaines River on the LaGrange line. This car, sole survivor of the fleet, has been restored and you can ride it at the Illinois Railway Museum. (Joe L. Diaz Photo)

C&WT 128, on either the Madison or Lake lines, is signed for Melrose Park. Not sure which railroad that tower belongs to. (Joe L. Diaz Photo) Andre Kristopans: "CWT 128 is crossing the Soo Line on Madison west of Jackson (a half mile west of Desplaines Av.)."

C&WT 128, on either the Madison or Lake lines, is signed for Melrose Park. Not sure which railroad that tower belongs to. (Joe L. Diaz Photo) Andre Kristopans: “CWT 128 is crossing the Soo Line on Madison west of Jackson (a half mile west of Desplaines Av.).”

C&WT snow sweepers 9 and 5 in their element at the North Riverside car barn. Don's Rail Photso: "5 was built by McGuire-Cummings in 1913. It was scrapped in 1948. 9 was built by McGuire-Cummings in 1928. It was sold to Sand Springs Ry in 1948." (Joe L. Diaz Photo)

C&WT snow sweepers 9 and 5 in their element at the North Riverside car barn. Don’s Rail Photso: “5 was built by McGuire-Cummings in 1913. It was scrapped in 1948. 9 was built by McGuire-Cummings in 1928. It was sold to Sand Springs Ry in 1948.” (Joe L. Diaz Photo)

C&WT 156 is eastbound on Cermak at Ridgeland in front of the old Berwyn Theatre, which opened in 1924. It was damaged by fire in 1990 and demolished. This picture was probably taken not long after the theatre was modernized in 1936. Don's Rail Photos: "156 was built by Cummings Car Co in 1927. It was rebuilt in 1942 and scrapped in 1948." (Edward Frank, Jr. Photo)

C&WT 156 is eastbound on Cermak at Ridgeland in front of the old Berwyn Theatre, which opened in 1924. It was damaged by fire in 1990 and demolished. This picture was probably taken not long after the theatre was modernized in 1936. Don’s Rail Photos: “156 was built by Cummings Car Co in 1927. It was rebuilt in 1942 and scrapped in 1948.” (Edward Frank, Jr. Photo)

C&WT 151 on the Lake line, possibly at the west end. Don's Rail Photos: "151 was built by McGuire and Cummings in 1924. It was scrapped in 1947." (Edward Frank, Jr. Photo)

C&WT 151 on the Lake line, possibly at the west end. Don’s Rail Photos: “151 was built by McGuire and Cummings in 1924. It was scrapped in 1947.” (Edward Frank, Jr. Photo)

C&WT 151 on the Lake Street line. Don's Rail Photos: "151 was built by McGuire and Cummings in 1924. It was scrapped in 1947." (Edward Frank, Jr. Photo)

C&WT 151 on the Lake Street line. Don’s Rail Photos: “151 was built by McGuire and Cummings in 1924. It was scrapped in 1947.” (Edward Frank, Jr. Photo)

South Shore Line

CSS&SB 10, signed for South Bend. (Photo by Anderson)

CSS&SB 10, signed for South Bend. (Photo by Anderson)