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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Your financial contributions help make this web site better, and are greatly appreciated.

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)

CSS&SB 24. Don's Rail Photos: "24 was built by Pullman in 1927. It was lengthened and air conditioned, and got picture windows in 1947." (Photo by Anderson)

CSS&SB 24. Don’s Rail Photos: “24 was built by Pullman in 1927. It was lengthened and air conditioned, and got picture windows in 1947.” (Photo by Anderson)

CSS&SB 109 in the yard at Chicago in the mid-1960s. Don's Rail Photos: "109 was built by Pullman in 1926. It was lengthened in 1944. Air conditioning and picture windows came in 1949." (Walter Broschart Photo)

CSS&SB 109 in the yard at Chicago in the mid-1960s. Don’s Rail Photos: “109 was built by Pullman in 1926. It was lengthened in 1944. Air conditioning and picture windows came in 1949.” (Walter Broschart Photo)

The way to distinguish South Shore Line street running photos from one city to another usually includes counting the number of tracks. Only East Chicago was double tracked. However, this is Michigan City, as there are two tracks for a short distance near the station seen at rear, since many runs begin and end here. This picture, showing car 105 and train, was taken on August 6, 1948. The station building still exists but is no longer in use.

The way to distinguish South Shore Line street running photos from one city to another usually includes counting the number of tracks. Only East Chicago was double tracked. However, this is Michigan City, as there are two tracks for a short distance near the station seen at rear, since many runs begin and end here. This picture, showing car 105 and train, was taken on August 6, 1948. The station building still exists but is no longer in use.

CSS&SB cars 2 and 504 at the Michigan City station on August 30, 1960 (note the 1960 Ford at left). Don's Rail Photos: "2 was built by Pullman in 1926." Frank Hicks writes: "This interurban freight trailer has a more unusual history than most. It was built for ISC as an interurban combine, and ran on that system's lines in Indiana for five years until ISC became part of the great Indiana Railroad system. IR rebuilt the three cars of the 375-377 series into railway post office cars and put them to use in this unusual capacity. The three RPO's survived on IR until the end of interurban service in 1941, at which time all three were sold to the only other interurban line then operating in Indiana: the South Shore. The South Shore converted 376 into a line car while 375 and 377 became express package trailers. These cars were designed to run in passenger trains and had control lines so that they could be run mid-train; they were often used to transport newspapers. Car 504 was retired in 1975 and acquired by IRM, which has repainted it and put it on display." (Photo by Meyer)

CSS&SB cars 2 and 504 at the Michigan City station on August 30, 1960 (note the 1960 Ford at left). Don’s Rail Photos: “2 was built by Pullman in 1926.” Frank Hicks writes: “This interurban freight trailer has a more unusual history than most. It was built for ISC as an interurban combine, and ran on that system’s lines in Indiana for five years until ISC became part of the great Indiana Railroad system. IR rebuilt the three cars of the 375-377 series into railway post office cars and put them to use in this unusual capacity. The three RPO’s survived on IR until the end of interurban service in 1941, at which time all three were sold to the only other interurban line then operating in Indiana: the South Shore. The South Shore converted 376 into a line car while 375 and 377 became express package trailers. These cars were designed to run in passenger trains and had control lines so that they could be run mid-train; they were often used to transport newspapers. Car 504 was retired in 1975 and acquired by IRM, which has repainted it and put it on display.” (Photo by Meyer)

Chicago Lake Shore & South Bend Ry. (predecessor of the South Shore Line) car 68 at an unknown location near a wooden Chicago "L" car. This photo is a real mystery, since, as far as I know, this car has not been preserved (although car 73 is being restored). Joe writes: "Car 68 is Lake Shore Electric, not CLS&SB, built by Brill in 1903. The car behind it is one of the LSE’s Barney & Smith interurban cars." That clears up the mystery. The information that came with this negative was incorrect.

Chicago Lake Shore & South Bend Ry. (predecessor of the South Shore Line) car 68 at an unknown location near a wooden Chicago “L” car. This photo is a real mystery, since, as far as I know, this car has not been preserved (although car 73 is being restored). Joe writes: “Car 68 is Lake Shore Electric, not CLS&SB, built by Brill in 1903. The car behind it is one of the LSE’s Barney & Smith interurban cars.” That clears up the mystery. The information that came with this negative was incorrect.

CSS&SB 27 near the Art Institute of Chicago on May 7, 1963. (Photo by Anderson)

CSS&SB 27 near the Art Institute of Chicago on May 7, 1963. (Photo by Anderson)

CSS&SB 111 at Randolph Street Terminal in downtown Chicago in May 1953. This station has since been rebuilt and is now underneath Millennium Park.

CSS&SB 111 at Randolph Street Terminal in downtown Chicago in May 1953. This station has since been rebuilt and is now underneath Millennium Park.

A three-car CSS&SB train, including car 31, makes a photo stop on an early Central Electric Railfans' Association fantrip near Wilson, Indiana.

A three-car CSS&SB train, including car 31, makes a photo stop on an early Central Electric Railfans’ Association fantrip near Wilson, Indiana.

CSS&SB 105 heads up a six-car train near Miller, Indiana on June 1, 1939. This appears to be a photo stop on a fantrip. (Photo by Anderson)

CSS&SB 105 heads up a six-car train near Miller, Indiana on June 1, 1939. This appears to be a photo stop on a fantrip. (Photo by Anderson)

Chicago, South Shore & South Bend freight locos 902 and 903 in Michigan City, Indiana. (Photo by Anderson)

Chicago, South Shore & South Bend freight locos 902 and 903 in Michigan City, Indiana. (Photo by Anderson)

Gary Railways

Even the city trolley lines of Gary Railways, operating between 1908 and 1947, had an interurbanish character. Industrial development in the area meant there were large tracts of land reserved for future use. In 1938-39, Central Electric Railfans’ Association (CERA) ran three fantrips on Gary Railways interurbans in their waning days. We have run pictures from some of those trips in previous posts.

Here is a timeline of transit developments in the Gary area.

Gary Railways 101. The sign says street railway service in Gary was inaugurated 21 years ago with this car. If service began in 1912, that would date this photo to 1933.

Gary Railways 101. The sign says street railway service in Gary was inaugurated 21 years ago with this car. If service began in 1912, that would date this photo to 1933.

Gary Railways 24.

Gary Railways 24.

Gary Railways 128.

Gary Railways 128.

Gary Railways 120.

Gary Railways 120.

Gary Railways 15 at Kennedy siding on the Hammond line on March 9, 1941. According to the photo information, this car was built by Cummings in 1926.

Gary Railways 15 at Kennedy siding on the Hammond line on March 9, 1941. According to the photo information, this car was built by Cummings in 1926.

Gary Railways 16, signed for Hammond.

Gary Railways 16, signed for Hammond.

Gary Railways 14, at a loop on the Hammond line, on October 27, 1940. According to the photo information, it was built by Cummings in 1926.

Gary Railways 14, at a loop on the Hammond line, on October 27, 1940. According to the photo information, it was built by Cummings in 1926.

Gary Railways 19 at Tolleston, with both poles up. This lightweight safety car was built by Cummings Car & Coach in 1927. This car body, sole survivor of the fleet, is now at the Illinois Railway Museum.

Gary Railways 19 at Tolleston, with both poles up. This lightweight safety car was built by Cummings Car & Coach in 1927. This car body, sole survivor of the fleet, is now at the Illinois Railway Museum.

Gary Railways 27.

Gary Railways 27.

Gary Railways 22 on May 16, 1940. (Gordon E. Lloyd Photo)

Gary Railways 22 on May 16, 1940. (Gordon E. Lloyd Photo)

Gary Railways 20 on July 21, 1946.

Gary Railways 20 on July 21, 1946.

Gary Railways 22.

Gary Railways 22.

Gary Railways 12. Don's Rail Photos: "12 was built by Cummings Car Co in 1926. It was scrapped in 1946." (Jack Beers Photo)

Gary Railways 12. Don’s Rail Photos: “12 was built by Cummings Car Co in 1926. It was scrapped in 1946.” (Jack Beers Photo)

Gary Railways car 19, the only car preserved, on a Central Electric Railfans' Association fantrip. This matches a picture we previously published in our previous post More Hoosier Traction (September 2, 2015). Bill Shapotkin said that other picture was taken "taken on March 19, 1939 -- the day AFTER the last day of service on the Indiana Harbor (and Hobart) lines." The difference in tonality between the two pictures may simply be the difference between panchromatic and orthochromatic film.

Gary Railways car 19, the only car preserved, on a Central Electric Railfans’ Association fantrip. This matches a picture we previously published in our previous post More Hoosier Traction (September 2, 2015). Bill Shapotkin said that other picture was taken “taken on March 19, 1939 — the day AFTER the last day of service on the Indiana Harbor (and Hobart) lines.” The difference in tonality between the two pictures may simply be the difference between panchromatic and orthochromatic film.

A close-up of the previous picture.

A close-up of the previous picture.

Gary Railways 9 at Hobart, Indiana in 1934.

Gary Railways 9 at Hobart, Indiana in 1934.

Gary Railways cars 12 and 9.

Gary Railways cars 12 and 9.

Gary Railways 14.

Gary Railways 14.

Gary Railways 19.

Gary Railways 19.

Gary Railways 17 at the North Broadway loop.

Gary Railways 17 at the North Broadway loop.

Gary Railways 51.

Gary Railways 51.

Birney Cars

Johnston Traction 311, a double-truck Birney car (ex-Bangor, Maine) on June 24, 1956. Don's Rail Photos: " 307 thru 311 came from Bangor Hydro Electric in 1941 where they were 10, 12, 14, 16, and 18. They were scrapped in 1957 except for 311 which was preserved at Rockhill Trolley Museum which acquired it in 1960." Audio recordings of car 311 in service in Johnstown are included on Railroad Record Club LP #23.

Johnston Traction 311, a double-truck Birney car (ex-Bangor, Maine) on June 24, 1956. Don’s Rail Photos: ” 307 thru 311 came from Bangor Hydro Electric in 1941 where they were 10, 12, 14, 16, and 18. They were scrapped in 1957 except for 311 which was preserved at Rockhill Trolley Museum which acquired it in 1960.” Audio recordings of car 311 in service in Johnstown are included on Railroad Record Club LP #23.

Fort Collins Municipal Railway Birney car 25 in October 1950. Don's Rail Photos: "2nd 25 was built by Brill Car Co in December 1922, #21530, as VR&P 1520. It was sold as FCM 25 in 1946. It was sold to James Stitzel in 1953 and resided next to the former Midland Terminal depot in Victor, CO, until it was sold to a South Carolina party about 1980. It was cosmetically restored. In 1998 it was sold to the Charlotte Trolley painted as South Carolina Public Service Co 407. It was sold to Fort Colins Municipal in 2008 and is being restored as 25." (Robert C. Gray Photo)

Fort Collins Municipal Railway Birney car 25 in October 1950. Don’s Rail Photos: “2nd 25 was built by Brill Car Co in December 1922, #21530, as VR&P 1520. It was sold as FCM 25 in 1946. It was sold to James Stitzel in 1953 and resided next to the former Midland Terminal depot in Victor, CO, until it was sold to a South Carolina party about 1980. It was cosmetically restored. In 1998 it was sold to the Charlotte Trolley painted as South Carolina Public Service Co 407. It was sold to Fort Colins Municipal in 2008 and is being restored as 25.” (Robert C. Gray Photo)

Fort Collins Municipal Railway 24 on the Mountain Street line in October 1950. Don's Rail Photos: "2nd 24 was built by Brill Car Co in December 1922, #21530, as Virginia Railway & Power Co 1530 It was sold as FCM 24 in 1946 but seldom operated. Parts kept second Car 25 operating." (Robert C. Gray Photo)

Fort Collins Municipal Railway 24 on the Mountain Street line in October 1950. Don’s Rail Photos: “2nd 24 was built by Brill Car Co in December 1922, #21530, as Virginia Railway & Power Co 1530 It was sold as FCM 24 in 1946 but seldom operated. Parts kept second Car 25 operating.” (Robert C. Gray Photo)

Fort Collins Municipal Railway 26 in 1946. Don's Rail Photos: "26 was built by American Car Co. in November 1922, #1324 as CERy 7. It was sold as FCM 26 it in 1924. It was sold to Henry Ford Museum and moved to Michigan in 1953 where it is on static display. It was operated several times on the trackage of the Department of Street Railways." (Richard H. Young Photo)

Fort Collins Municipal Railway 26 in 1946. Don’s Rail Photos: “26 was built by American Car Co. in November 1922, #1324 as CERy 7. It was sold as FCM 26 it in 1924. It was sold to Henry Ford Museum and moved to Michigan in 1953 where it is on static display. It was operated several times on the trackage of the Department of Street Railways.” (Richard H. Young Photo)

Keystone-State Traction

Lehigh Valley Transit 702 and 812 on a fantrip. Don's Rail Photos: "702 was built by Southern Car Co in 1916. It was rebuilt on August 8, 1931 and scrapped on January 8, 1952. 812 was built by St Louis Car in 1901 as 159. It was rebuilt as 999 in 1914 and rebuilt as 812 in 1921. It was scrapped in November 1951."

Lehigh Valley Transit 702 and 812 on a fantrip. Don’s Rail Photos: “702 was built by Southern Car Co in 1916. It was rebuilt on August 8, 1931 and scrapped on January 8, 1952. 812 was built by St Louis Car in 1901 as 159. It was rebuilt as 999 in 1914 and rebuilt as 812 in 1921. It was scrapped in November 1951.”

Lehigh Valley Transit 702 and 812 on a Liberty Bell route fantrip, probably not long before service ended in 1951. Ed Skuchas adds, "The LVT fan trip cars are sitting on the spur at the LVT station in Perkasie at Walnut and Penn St."

Lehigh Valley Transit 702 and 812 on a Liberty Bell route fantrip, probably not long before service ended in 1951. Ed Skuchas adds, “The LVT fan trip cars are sitting on the spur at the LVT station in Perkasie at Walnut and Penn St.”

The former LVT station in Perkasie is now the headquarters for the local historical society.

The former LVT station in Perkasie is now the headquarters for the local historical society.

Not sure offhand where this picture was taken, along the LVT Liberty Bell interurban route between Philadelphia and Allentown. Ed Skuchas: "The "tunnel" photo is the underpass in Perkasie under the Reading tracks. Location is Walnut and 7th. The photo was taken from a block back at about 6th and Walnut."

Not sure offhand where this picture was taken, along the LVT Liberty Bell interurban route between Philadelphia and Allentown. Ed Skuchas: “The “tunnel” photo is the underpass in Perkasie under the Reading tracks. Location is Walnut and 7th. The photo was taken from a block back at about 6th and Walnut.”

A close-up of the previous picture.

A close-up of the previous picture.

The former LVT underpass in Perkasie today.

The former LVT underpass in Perkasie today.

The ramp you see is at Norristown, and shows how Lehigh Valley Transit interurban cars descended to street level to continue north to Allentown. Service on the Liberty Bell Limited ended in September 1951. Service between Philadelphia and Norristown, started by the Philadelphia & Western, continues today under SEPTA.

The ramp you see is at Norristown, and shows how Lehigh Valley Transit interurban cars descended to street level to continue north to Allentown. Service on the Liberty Bell Limited ended in September 1951. Service between Philadelphia and Norristown, started by the Philadelphia & Western, continues today under SEPTA.

Philadelphia & West Chester Traction (later Philadelphia Suburban Transportation Co.) cars 86, 73 and 83 at 69th Street Terminal in 1936. Don's Rail Photos: "73 was built by Brill Car Co in April 1927, #22212. It became SEPTA 73 in 1970 and sold to Pennsylvania Trolley Museum in 1990. 83 was built by Brill Car Co in March 1932, #22980. It became SEPTA 83 in 1970 and sold to Middletown & Hummelstown in 1982."

Philadelphia & West Chester Traction (later Philadelphia Suburban Transportation Co.) cars 86, 73 and 83 at 69th Street Terminal in 1936. Don’s Rail Photos: “73 was built by Brill Car Co in April 1927, #22212. It became SEPTA 73 in 1970 and sold to Pennsylvania Trolley Museum in 1990. 83 was built by Brill Car Co in March 1932, #22980. It became SEPTA 83 in 1970 and sold to Middletown & Hummelstown in 1982.”

Philadelphia Suburban Transportation car 84, a 1932 Brill "Master Unit," on the West Chester line. This long line was mainly single-track with occasional passing siidngs such as this one.

Philadelphia Suburban Transportation car 84, a 1932 Brill “Master Unit,” on the West Chester line. This long line was mainly single-track with occasional passing siidngs such as this one.

Philadelphia Suburban double-end cars 14 and 18 on West Chester Pike, April 25, 1954. Buses replaced trolley cars in June so that West Chester Pike could be widened.

Philadelphia Suburban double-end cars 14 and 18 on West Chester Pike, April 25, 1954. Buses replaced trolley cars in June so that West Chester Pike could be widened.

Brilliner 10 is on side-of-the-road trackage on the Philadelphia Suburban's West Chester line, which was bustituted in 1954.

Brilliner 10 is on side-of-the-road trackage on the Philadelphia Suburban’s West Chester line, which was bustituted in 1954.

A close-up of the previous photo.

A close-up of the previous photo.

Philadelphia Suburban Transportation Co. double-ended car 12 at 69th Street and Garrett Road on April 14, 1951. It is outbound on the Ardmore line.

Philadelphia Suburban Transportation Co. double-ended car 12 at 69th Street and Garrett Road on April 14, 1951. It is outbound on the Ardmore line.

Lehigh Valley Transit high-speed, lightweight interurban car 1000 at the 69th Street Terminal in 1947. This car, formerly Cincinnati & Lake Erie 125, was sold to LVT in 1938 for use on the Liberty Bell Limited line between Philadelphia and Allentown, and was scrapped in 1952. (Cliff Scholes Photo)

Lehigh Valley Transit high-speed, lightweight interurban car 1000 at the 69th Street Terminal in 1947. This car, formerly Cincinnati & Lake Erie 125, was sold to LVT in 1938 for use on the Liberty Bell Limited line between Philadelphia and Allentown, and was scrapped in 1952. (Cliff Scholes Photo)

The double-end Bullet cars on the Philadelphia & Western were not the only Bullets. There were also some single-ended cars such as Bamberger 125, shown here in Ogden, Utah. Don's Rail Photos: "125 was built by Brill in 1932, #22961, as Fonda Johnstown & Gloversville 125. It was sold as Bamberger 125 in 1939 and retired in 1952. The body was sold to Utah Pickle Co."

The double-end Bullet cars on the Philadelphia & Western were not the only Bullets. There were also some single-ended cars such as Bamberger 125, shown here in Ogden, Utah. Don’s Rail Photos: “125 was built by Brill in 1932, #22961, as Fonda Johnstown & Gloversville 125. It was sold as Bamberger 125 in 1939 and retired in 1952. The body was sold to Utah Pickle Co.”

Boston

Boston double-end PCC 3327, signed for Heath on the MBTA Green Line "E" branch (formerly called Arborway), is heading up the Northeastern Incline from the Huntington Avenue Subway in this March 1974 view.

Boston double-end PCC 3327, signed for Heath on the MBTA Green Line “E” branch (formerly called Arborway), is heading up the Northeastern Incline from the Huntington Avenue Subway in this March 1974 view.

MBTA double-end PC 3346 at Mattapan on March 31, 1978. These cars were painted red, since the Ashmont-Mattapan branch line is considered an extension of the Red Line subway.

MBTA double-end PC 3346 at Mattapan on March 31, 1978. These cars were painted red, since the Ashmont-Mattapan branch line is considered an extension of the Red Line subway.

Outbound double-end PCC 3345 at Ashmont in August 1968.

Outbound double-end PCC 3345 at Ashmont in August 1968.

3345 at Ashmont in August 1968 with a standing room crowd. Despite the roll sign, the Ashmont-Mattapan tracks are separate from Boston's Green Line system.

3345 at Ashmont in August 1968 with a standing room crowd. Despite the roll sign, the Ashmont-Mattapan tracks are separate from Boston’s Green Line system.

3330 at Ashmont in August 1968.

3330 at Ashmont in August 1968.

MBTA 3296, operated in multiple units, at the old North Station on September 28, 1970.

MBTA 3296, operated in multiple units, at the old North Station on September 28, 1970.

Boston stretcar 5202 at Valley Road on the Ashmont-Mattapan line on February 11, 1935. This "light rail" line continues in service with PCC cars. (M. L. Young Photo)

Boston stretcar 5202 at Valley Road on the Ashmont-Mattapan line on February 11, 1935. This “light rail” line continues in service with PCC cars. (M. L. Young Photo)

Odds and Ends

A view of the Seattle monorail at its downtown terminal in 1975. The monorail was built to serve the 1962 Seattle World's Fair. (Walter Broschart Photo)

A view of the Seattle monorail at its downtown terminal in 1975. The monorail was built to serve the 1962 Seattle World’s Fair. (Walter Broschart Photo)

This 1958 picture shows the old Garfield Park "L" crossing the area now occupied by the Kennedy expressway. The "L" was replaced by the Congress Expressway median line on June 22, 1958, after which these tracks were removed. But prior to that, they had to be shored up with new supports due to excavation work for the new highway, which opened on November 5, 1960. We ran another picture taken at this location in our previous post Some Thoughts on “Displaced” (August 30, 2016). You can also see a 1957 Chevy in the picture, plus an early Volkswagen. The last year for the split rear window Beetles was 1953, so this one is later.

This 1958 picture shows the old Garfield Park “L” crossing the area now occupied by the Kennedy expressway. The “L” was replaced by the Congress Expressway median line on June 22, 1958, after which these tracks were removed. But prior to that, they had to be shored up with new supports due to excavation work for the new highway, which opened on November 5, 1960. We ran another picture taken at this location in our previous post Some Thoughts on “Displaced” (August 30, 2016). You can also see a 1957 Chevy in the picture, plus an early Volkswagen. The last year for the split rear window Beetles was 1953, so this one is later.

This picture of various Chicago, Aurora & Elgin trains was taken around September 1953 at DesPlaines Avenue in Forest Park. Construction is underway to reconfigure the terminal for a new track arrangement, where CA&E trains will no longer head downtown, but will terminate and loop here. The wooden ramp in the background was built so that CTA trains could loop without crossing CA&E tracks, which were no longer going to be connected to the CTA. This new arrangement continued until the CA&E quit operating passenger service on July 3, 1957.

This picture of various Chicago, Aurora & Elgin trains was taken around September 1953 at DesPlaines Avenue in Forest Park. Construction is underway to reconfigure the terminal for a new track arrangement, where CA&E trains will no longer head downtown, but will terminate and loop here. The wooden ramp in the background was built so that CTA trains could loop without crossing CA&E tracks, which were no longer going to be connected to the CTA. This new arrangement continued until the CA&E quit operating passenger service on July 3, 1957.

The three Chicago Rapid Transit cars shown here are at 22nd and Mannheim, the end of the Westchester branch. The occasion was a February 12, 1939 Central Electric Railfans' Association fantrip. We have posted other photos from this excursion in previous posts. There was a photo stop scheduled at this location from 1:15 to 1:30 p.m.

The three Chicago Rapid Transit cars shown here are at 22nd and Mannheim, the end of the Westchester branch. The occasion was a February 12, 1939 Central Electric Railfans’ Association fantrip. We have posted other photos from this excursion in previous posts. There was a photo stop scheduled at this location from 1:15 to 1:30 p.m.

Illinois Terminal 273 in Springfield. (Walter Broschart Photo)

Illinois Terminal 273 in Springfield. (Walter Broschart Photo)

Illinois Terminal 274 in Decatur at 9:25 a.m. on August 10, 1954. This interurban combine car was built by the St. Louis Car Company in 1913. This was westbound train #61. This picture was taken using Kodak Super-XX film (4" x 5" size). (John A. Rehor Photo)

Illinois Terminal 274 in Decatur at 9:25 a.m. on August 10, 1954. This interurban combine car was built by the St. Louis Car Company in 1913. This was westbound train #61. This picture was taken using Kodak Super-XX film (4″ x 5″ size). (John A. Rehor Photo)

Recent Correspondence

Jack Bejna writes:

Hi David, Here are two images that I think you’ll like. First, an eastbound CA&E train passes the tower at Laramie. In the left background is the CA&E freight station (I think), and the CA&E storage yard. The second image is a shot of CA&E 304 at the freight station after quite a bit of creative Photoshopping to improve an otherwise so so image taken in the 1920s. Enjoy, Jack

PS- My never ending search for CA&E was rewarded with this route map (circa 1940) that I had never seen before.

Recent Additions

We are pleased to report that hi-resolutions scans for 12 more issues* of Surface Service, the Chicago Surface Lines emplyee magazine, have been added to our E-book Chicago’s PCC Streetcars: The Rest of the Story (available in our Online Store). This totals 200 additional pages of information.

*October and November 1942, February and March 1943, October, November and December 1944, May, July and August 1945, April and May 1946

Chicago Trolleys

Work continues on our upcoming book Chicago Trolleys, which is now in the layout and proofreading stage. The expected publication date is September 25th of this year. We will keep you advised as things progress.

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A Tale of Two Cities

This remarkable picture was taken at the North Shore Line's Milwaukee terminal in January 1963. for all we know, this may be the last night of operation. If so, the temperature was below zero.

This remarkable picture was taken at the North Shore Line’s Milwaukee terminal in January 1963. for all we know, this may be the last night of operation. If so, the temperature was below zero.

Today, we feature color slides taken in Chicago and Philadelphia. Those are the “two cities” in our title, but we also make brief side trips to Los Angeles and Mexico City. Somehow, though A Tale of Four Cities just doesn’t have the same ring.

Come to think of it, some of these pictures were taken in Milwaukee and South Bend, so that’s even more cities.

Chicago’s transit system and Philadelphia’s have shared a few things in common over the years. After the North Shore Line quit in 1963, the two articulated Electroliners (see one in our lead picture) were bought by the Philadelphia Suburban Transportation Company, better known as the Red Arrow Lines. Rechristened Liberty Liners, they continued in service from 1964 until about 1976.

Dr. Thomas Conway, Jr., who helped modernize the Chicago, Aurora & Elgin interurban in the 1920s, did the same with the Philadelphia & Western, which later became part of Red Arrow.

In the late 1980s, Red Arrow’s successor SEPTA purchased several pairs of used Chicago Transit Authority rapid transit cars (from the 6001-6200 series) to help keep service going, as their existing equipment (Bullets and Strafford cars) was really showing its age.

While the CA&E’s 1953 cutback in service to Forest Park helped speed its demise but a few years later, the P&W Norristown line, which survives today, has never had direct service to downtown Philly.

The CA&E’s 10 curved-sided cars, built in 1945, are often cited as the last “standard” interurbans built in this country. Depending on how you define the word standard, some double-ended cars built for Red Arrow by St. Louis Car Company (they also built the CA&E cars) in 1949 might take the prize instead. These closely resemble PCC cars but don’t qualify as “true” PCCs because they used standard trucks and motors.

The other contenders for last standard interurban are two series built for the Illinois Terminal in the late 1940s. Double-end PCCs were purchased for the St. Louis to Granite City line, and streamliners for longer inter-city use.

For that matter, Pittsburgh Railways used PCC cars (built in the late 1940s) on their interurban lines to Washington and Charleroi. These cars continued in service in Pittsburgh for many years after the last interurban ran in 1953.

Scanning these images was just a starting point. I put in many hours of work in Photoshop to remove imperfections and improve the color. As always, if you have location information you can give us, don’t hesitate to drop us a line.

We salute the many fine photographers, whose names are unfortunately not known to us, who took these exceptional pictures. It is important to give credit where credit is due, but in too many cases, when we receive a slide, negative, or print, there isn’t a name associated with it. We wish it were otherwise, but we are grateful that so many fine images have survived the decades in order to be shared with you. Our intentions are always to give these images, and the people who took them, the respect they deserve. When we have such information, we always give proper credit.

Enjoy!

-David Sadowski

PS- You can see more great night shots in our previous post Night Beat (June 21, 2016).

Chicago Area

South Shore Line car 110 laying over at South Bend, Indiana in July 1963. This was the east end of the line until 1970, when service was cut back to the outskirts of town, and South Bend street running was eliminated. In 1992, service was extended to the South Bend International Airport, 3 miles northwest of downtown South Bend.

South Shore Line car 110 laying over at South Bend, Indiana in July 1963. This was the east end of the line until 1970, when service was cut back to the outskirts of town, and South Bend street running was eliminated. In 1992, service was extended to the South Bend International Airport, 3 miles northwest of downtown South Bend.

Sailors board a North Shore Line train at Great Lakes on June 1, 1962. Car 751 is at rear.

Sailors board a North Shore Line train at Great Lakes on June 1, 1962. Car 751 is at rear.

North Shore Line 731 is at Libertyville on the Mundelein branch. We featured another picture at this location, taken in warmer weather, in Our 150th Post (August 6, 2016).

North Shore Line 731 is at Libertyville on the Mundelein branch. We featured another picture at this location, taken in warmer weather, in Our 150th Post (August 6, 2016).

North Shore Line 723 at the front of a three-car train at an unidentified location. Andre Kristopans: "NSL 723 is on the Evanston L, I would say between Central and Noyes." George Trapp: " I believe the train is Northbound on the Evanston "L" somewhere between the Foster Street and Central Street stations, probably closer to the latter on the last section of the line to be elevated starting in 1928."

North Shore Line 723 at the front of a three-car train at an unidentified location. Andre Kristopans: “NSL 723 is on the Evanston L, I would say between Central and Noyes.” George Trapp: ” I believe the train is Northbound on the Evanston “L” somewhere between the Foster Street and Central Street stations, probably closer to the latter on the last section of the line to be elevated starting in 1928.”

North Shore Line car 773 and train on the Loop "L". The car is signed as a Chicago Express on the Shore Line Route, which was abandoned in July 1955.

North Shore Line car 773 and train on the Loop “L”. The car is signed as a Chicago Express on the Shore Line Route, which was abandoned in July 1955.

We ran another version of this image in a previous post, but this one is better because there is less cropping. A northbound CNS&M Shore Line Route train, headed up by 413, at the downtown Wilmette station in June 1954. The Shore Line was abandoned not much more than one year later. We are looking to the southeast.

We ran another version of this image in a previous post, but this one is better because there is less cropping. A northbound CNS&M Shore Line Route train, headed up by 413, at the downtown Wilmette station in June 1954. The Shore Line was abandoned not much more than one year later. We are looking to the southeast.

An Illinois Central Electric suburban commuter train in 1963. (Fred Byerly Collection)

An Illinois Central Electric suburban commuter train in 1963. (Fred Byerly Collection)

This picture, taken in September 1958, appears to show the back end of a CTA Congress branch train heading east over temporary trackage just east of DesPlaines Avenue, where there was a crossing at grade. Construction work was underway for I290, and the previous June, the new rapid transit line in the Congress expressway median had opened as far west as Cicero Avenue.

This picture, taken in September 1958, appears to show the back end of a CTA Congress branch train heading east over temporary trackage just east of DesPlaines Avenue, where there was a crossing at grade. Construction work was underway for I290, and the previous June, the new rapid transit line in the Congress expressway median had opened as far west as Cicero Avenue.

CTA Pullman-built PCC 4223 on a shoo-fly at Halsted and Congress circa 1952. The Congress expressway was under construction, and the first thing built were the bridges. That is the Garfield Park "L" in the background, which continued to operate until June 1958. The temporary trackage in Van Buren Street was a short distance west of here. We are facing north. Those lines on the car are shadows from nearby telephone wires.

CTA Pullman-built PCC 4223 on a shoo-fly at Halsted and Congress circa 1952. The Congress expressway was under construction, and the first thing built were the bridges. That is the Garfield Park “L” in the background, which continued to operate until June 1958. The temporary trackage in Van Buren Street was a short distance west of here. We are facing north. Those lines on the car are shadows from nearby telephone wires.

A two-car train of CTA 4000s goes up the ramp toward the Laramie station on the Lake Street "L" on July 5, 1960. The portion of the line west of here was relocated onto the nearby Chicao & North Western embankment on October 28, 1962. Earlier that year, power on the ramp was changed from overhead wire to third rail, to facilitate the transition.

A two-car train of CTA 4000s goes up the ramp toward the Laramie station on the Lake Street “L” on July 5, 1960. The portion of the line west of here was relocated onto the nearby Chicao & North Western embankment on October 28, 1962. Earlier that year, power on the ramp was changed from overhead wire to third rail, to facilitate the transition.

CTA Red Pullmans 532 and 153 pass each other on Route 8 - Halsted at Chicago. We are looking north.

CTA Red Pullmans 532 and 153 pass each other on Route 8 – Halsted at Chicago. We are looking north.

A train of CTA 4000s on a fantrip on the Skokie Swift (today's Yellow Line). These were last used in regular service in 1973, but this slide is dated March 1975. (Rex K. Nelson Photo)

A train of CTA 4000s on a fantrip on the Skokie Swift (today’s Yellow Line). These were last used in regular service in 1973, but this slide is dated March 1975. (Rex K. Nelson Photo)

CTA prewar PCC 4018 on Cottage Grove at 13th in February 1955. (William C. Janssen Photo)

CTA prewar PCC 4018 on Cottage Grove at 113th in February 1955. (William C. Janssen Photo)

CTA Red Pullman 109 is heading westbound on Blue Island at Western.

CTA Red Pullman 109 is heading westbound on Blue Island at Western.

CA&E 422 at the head of a four-car train.

CA&E 422 at the head of a four-car train.

CA&E 317 and 316 on an Illini Railroad Club fantrip in the 1950s.

CA&E 317 and 316 on an Illini Railroad Club fantrip in the 1950s.

CA&E 432 in winter.

CA&E 432 in winter.

CA&E 317.

CA&E 317.

CA&E 406 at State Road on the Batavia branch.

CA&E 406 at State Road on the Batavia branch.