A Shoebox Full of Dreams

A two-car train of PCCs near North Station in Boston August 31, 1976. The nearby Boston Garden has since been torn down and rebuilt.

A two-car train of PCCs near North Station in Boston August 31, 1976. The nearby Boston Garden has since been torn down and rebuilt.

One of my brothers called me recently from a garage sale, and asked if I had any interest in a shoebox full of train pictures. The cost was just $10. I figured it would have to be worth at least that much, so I said sure.

I went through the box when I got it, and discovered most of the pictures were faded color snapshots from the 1970s, probably taken with a Kodak Instamatic camera on size 126 film. Worse yet, nearly all the pictures have a textured surface.

However, it sure seems the photographer got around. He visited train museums all over the country. He went on steam train excursions. He took pictures of streetcars.

Eventually, I figured out who he was– Marvin C. Kruse.

Although, in looking up information on Mr. Kruse, I somehow got the mistaken idea he was deceased, his son wrote to me (see the Comments section below) and informs us that he is alive and well, aged 96! In fact, he has seen this post and enjoyed it. Nothing could make me happier.

When someone dies, or has to downsize, it is often up to their loved ones to go through their things and decide what to do with them. This can be a very traumatic process, for you feel as if you are dismantling someone’s life, piece by piece. And yet that is the way of the world, for life goes on. People’s belongings are often scattered to the four winds.

I decided to give an extra special effort to restore some of Mr. Kruse’s photos for the railfan community, to honor his efforts, and the sacrifices he made. I hope you like the results. They are mementos of someone’s life, from someone who should not be so easily forgotten.

-David Sadowski

PS- By the time you read this, we will have received a substantial shipment of our new book Chicago Trolleys (see below). It should only take us a short time to mail out books to all who have pre-ordered them, plus complementary copies for important contributors. We thank you all for your support. The book was completed on time and is now available for immediate shipment.

Picture caption: "1947 snow (2 ft.). This taken off Monongahela tracks just below our house. B&O yards across river."

Picture caption: “1947 snow (2 ft.). This taken off Monongahela tracks just below our house. B&O yards across river.”

Winter 1947-48. "Same as other, only vertical. Big building, left foreground, is Interstate Construction & Engineers... build coal tipples."

Winter 1947-48. “Same as other, only vertical. Big building, left foreground, is Interstate Construction & Engineers… build coal tipples.”

Photo caption: "New Have R. R. diesel passing Providence, RI engine house 12/21/47 with New York-bound train."

Photo caption: “New Have R. R. diesel passing Providence, RI engine house 12/21/47 with New York-bound train.”

A photo stop on a steam excursion, May 1961.

A photo stop on a steam excursion, May 1961.

South Shore Line "Little Joe" 801 in October 1960.

South Shore Line “Little Joe” 801 in October 1960.

South Shore Line electric locos 703 and 704 in October 1960.

South Shore Line electric locos 703 and 704 in October 1960.

This looks like Chicago Surface Lines red Pullman 144 at the Illinois Electric Railway Museum (North Chicago) in June 1961.

This looks like Chicago Surface Lines red Pullman 144 at the Illinois Electric Railway Museum (North Chicago) in June 1961.

Another scene from IERM in July 1961. At left is Milwaukee streetcar 966, built by St. Louis Car Company in 1927. At right is ex-CTA/CSL sweeper E223, which was purchased for the museum by Dick Lukin in 1956.

Another scene from IERM in July 1961. At left is Milwaukee streetcar 966, built by St. Louis Car Company in 1927. At right is ex-CTA/CSL sweeper E223, which was purchased for the museum by Dick Lukin in 1956.

Two 900-series South Shore Line freight locos in October 1960.

Two 900-series South Shore Line freight locos in October 1960.

Always remember...never step on any rails. Right? (Photo stop bedlam, September 1958.)

Always remember…never step on any rails. Right? (Photo stop bedlam, September 1958.)

If you've ever tried taking a picture at a photo stop on a fantrip, this is what happens. Invariably, someone runs right in front of you, oblivious to the fact you are trying to take a picture.

If you’ve ever tried taking a picture at a photo stop on a fantrip, this is what happens. Invariably, someone runs right in front of you, oblivious to the fact you are trying to take a picture.

People used to climb on just about anything, in their quest to take a picture.

People used to climb on just about anything, in their quest to take a picture.

This is the view from an engine cab... which makes sense, if you think about it, as the engine in front of you is massive.

This is the view from an engine cab… which makes sense, if you think about it, as the engine in front of you is massive.

I think what we are seeing here is new commuter rail bi-levels on display, probably the Milwaukee Road, in July 1961. The sign at left says, "Entrance," implying that they wanted you to walk through the cars in one direction only. At right are some vehicles from the Railway Express Agency (REA), which delivered small packages via the railway system between 1917 and the late 1960s. It was a national monopoly formed by the federal government during the First World War.

I think what we are seeing here is new commuter rail bi-levels on display, probably the Milwaukee Road, in July 1961. The sign at left says, “Entrance,” implying that they wanted you to walk through the cars in one direction only. At right are some vehicles from the Railway Express Agency (REA), which delivered small packages via the railway system between 1917 and the late 1960s. It was a national monopoly formed by the federal government during the First World War.

A Milwaukee Road commuter train in July 1961. This is about the time the railroad began introducing bi-levels, which the Chicago & North Western had been using for some years. I'd bet this is the same scene as in the previous picture, but from the other end. The train is on display at a station.

A Milwaukee Road commuter train in July 1961. This is about the time the railroad began introducing bi-levels, which the Chicago & North Western had been using for some years. I’d bet this is the same scene as in the previous picture, but from the other end. The train is on display at a station.

There wasn't much I could do about the scratches on this picture, but how often have you witnessed a steam locomotive on a turntable? (November 1958)

There wasn’t much I could do about the scratches on this picture, but how often have you witnessed a steam locomotive on a turntable? (November 1958)

Not sure of the location, but it's June 1958, and steam is still active here.

Not sure of the location, but it’s June 1958, and steam is still active here.

Several steam locos are on this property in June 1958, wherever it was.

Several steam locos are on this property in June 1958, wherever it was.

One thing about steam... as the song goes, smoke gets in your eyes. Note the small twin-lens reflex camera this shutterbug is holding. Perhaps a grey "Baby" Rolleiflex, which took size 127 film? (On the other hand, Carl Lantz thinks thinks he's holding a movie camera.)

One thing about steam… as the song goes, smoke gets in your eyes. Note the small twin-lens reflex camera this shutterbug is holding. Perhaps a grey “Baby” Rolleiflex, which took size 127 film? (On the other hand, Carl Lantz thinks thinks he’s holding a movie camera.)

More steam fantrip action.

More steam fantrip action.

There were many such excursions in the waning days of steam (late 1950s to early 1960s).

There were many such excursions in the waning days of steam (late 1950s to early 1960s).

Evidence of a Toronto trip in June 1959. This may be part of a PCC car.

Evidence of a Toronto trip in June 1959. This may be part of a PCC car.

The Mt. Washington Cog Railway still operates.

The Mt. Washington Cog Railway still operates.

CTA 6000s in Forest Park , December 22, 1976.

CTA 6000s in Forest Park , December 22, 1976.

The CTA DesPlaines Avenue yard in Forest Park, December 22, 1976. This was the 1959 configuration that was in use until the station was rebuilt circa 1980.

The CTA DesPlaines Avenue yard in Forest Park, December 22, 1976. This was the 1959 configuration that was in use until the station was rebuilt circa 1980.

CTA 6000s interior, December 22, 1976.

CTA 6000s interior, December 22, 1976.

Central City, Colorado, August 15, 1977.

Central City, Colorado, August 15, 1977.

What was a PCC doing in Golden, Colorado on July 8, 1976.

What was a PCC doing in Golden, Colorado on July 8, 1976.

My previous post did not mention the ill-fated Boston LRVs. But here is one of their SF Muni counterparts, being tested by the DOT at Pueblo on July 7, 1976.

My previous post did not mention the ill-fated Boston LRVs. But here is one of their SF Muni counterparts, being tested by the DOT at Pueblo on July 7, 1976.

North Shore Line car 160 at the Illinois Railway Museum in the mid-1970s.

North Shore Line car 160 at the Illinois Railway Museum in the mid-1970s.

Chicago red Pullman 144 at IRM, 1970s.

Chicago red Pullman 144 at IRM, 1970s.

Chicago Aurora & Elgin 431 at IRM, August 8, 1976.

Chicago Aurora & Elgin 431 at IRM, August 8, 1976.

Chicago postwar PCC 4391 at IRM in September 1975.

Chicago postwar PCC 4391 at IRM in September 1975.

Chicago postwar PCC 4391 at IRM in September 1975.

Chicago postwar PCC 4391 at IRM in September 1975.

San Francisco cable car 16(?) on May 27, 1974.

San Francisco cable car 16(?) on May 27, 1974.

Los Angeles streetcar 665 at Perris, California.

Los Angeles streetcar 665 at Perris, California.

North Shore Line city streetcar 354 at IRM in September 1975.

North Shore Line city streetcar 354 at IRM in September 1975.

North Shore Line city streetcar 354 at IRM in September 1975.

North Shore Line city streetcar 354 at IRM in September 1975.

North Shore Line city streetcar 354 at IRM on August 8, 1976.

North Shore Line city streetcar 354 at IRM on August 8, 1976.

North Shore Line city streetcar 354 at IRM on August 8, 1976.

North Shore Line city streetcar 354 at IRM on August 8, 1976.

SF cable car 4 on May 27, 1974.

SF cable car 4 on May 27, 1974.

SF cable car 4 on May 27, 1974.

SF cable car 4 on May 27, 1974.

BART on May 27, 1974.

BART on May 27, 1974.

When did they stop letting the passengers turn cable cars around in San Francisco? They were still doing it on May 27, 1974.

When did they stop letting the passengers turn cable cars around in San Francisco? They were still doing it on May 27, 1974.

BART at Balboa Park on May 27, 1974.

BART at Balboa Park on May 27, 1974.

BART at Balboa Park on May 27, 1974.

BART at Balboa Park on May 27, 1974.

An SF Muni PCC on Market Street, May 27, 1974.

An SF Muni PCC on Market Street, May 27, 1974.

An SF Muni PCC on Market Street, May 27, 1974.

An SF Muni PCC on Market Street, May 27, 1974.

An SF Muni trolley bus on Market Street, May 27, 1974. Looks like construction may already have been underway on the Muni Metro subway.

An SF Muni trolley bus on Market Street, May 27, 1974. Looks like construction may already have been underway on the Muni Metro subway.

An SF Muni PCC on Market Street, May 27, 1974.

An SF Muni PCC on Market Street, May 27, 1974.

An SF Muni PCC on Market Street, May 27, 1974.

An SF Muni PCC on Market Street, May 27, 1974.

Don's Rail Photos: "717 was built by Brill Co in 1925. It was rebuilt in 1939 and rebuilt in 1951 as 5167. It became LAMTA 1815 in 1958, It was retired and restored as717 at OERM in March 1960." Here, we see it at Orange Empire on May 31, 1974. Was it ever used in service with this color scheme?

Don’s Rail Photos: “717 was built by Brill Co in 1925. It was rebuilt in 1939 and rebuilt in 1951 as 5167. It became LAMTA 1815 in 1958, It was retired and restored as717 at OERM in March 1960.” Here, we see it at Orange Empire on May 31, 1974. Was it ever used in service with this color scheme?

I'm wondering if the streetcar at right is Key System 987. The steam loco is Western Pacific 334, a 2-8-2 built in 1929 by American Locomotive. We see both at the Western Railway Museum on May 26, 1972.

I’m wondering if the streetcar at right is Key System 987. The steam loco is Western Pacific 334, a 2-8-2 built in 1929 by American Locomotive. We see both at the Western Railway Museum on May 26, 1972.

A Toronto Peter Witt at Trolleyville USA, Olmstead Falls, Ohio, on August 23, 1975.

A Toronto Peter Witt at Trolleyville USA, Olmstead Falls, Ohio, on August 23, 1975.

A Toronto Peter Witt at Trolleyville USA, Olmstead Falls, Ohio, on August 23, 1975.

A Toronto Peter Witt at Trolleyville USA, Olmstead Falls, Ohio, on August 23, 1975.

I assume this is probably an ex-PE car at the Orange Empire Railway Museum on May 31, 1974.

I assume this is probably an ex-PE car at the Orange Empire Railway Museum on May 31, 1974.

A Los Angeles streetcar at OERM, Perris, California on July 6, 1976.

A Los Angeles streetcar at OERM, Perris, California on July 6, 1976.

Here, we see Brooklyn car 4573 at the Branford Trolley Museum. It was built by the Laconia Car Company in 1906 and was acquired by the museum on 1947. Here is how it looked on August 31, 1976.

Here, we see Brooklyn car 4573 at the Branford Trolley Museum. It was built by the Laconia Car Company in 1906 and was acquired by the museum on 1947. Here is how it looked on August 31, 1976.

Marvin C. Kruse on the Queen Mary in Long Beach, California on May 24, 1974.

Marvin C. Kruse on the Queen Mary in Long Beach, California on May 24, 1974.

Marvin C. Kruse at the Andrews Raiders Memorial in the Chattanooga Military Cemetery on October 23, 1907. According to Find-a-Grave: :"Memorial erected by the State of Ohio to the Andrews Raiders. In early April, 1862, a band of Union soldiers lead by civilian James Andrews infiltrated south from the Union lines near Shelbyville, Tennessee and met at Big Shanty, Georgia (near Marietta). On the morning of April 12, 1862, 20 of them (2 raiders never arrived and 2 others overslept and missed the adventure) stole the passenger train "The General" during its morning breakfast stop. With the farms and factories of Georgia supplying the Confederate Army fighting further west, the Raiders' mission was to burn the railroad bridges between Atlanta and Chattanooga, thus isolating the Confederate Armies from their supply sources and enabling the Union Army to seize Chattanooga. Due primarily to the persistency of William Fuller, conductor of the stolen train, and, secondarily to the rainy weather and unlucky miscoordination with the Union Army to the west, the Raiders failed. All 22 at Big Shanty that morning were captured. Eight, including James Andrews, were tried and hanged by the Confederate Army in Atlanta. In 1866, after the war, they were reburied in a semi-circle at the Chattanooga National Cemetery. On the imposing granite monument, erected in 1891, are the names of 22 of the raiders. The memorial is topped by a bronze likeness of the "General"." This story inspired the classic 1927 Buster Keaton film The General.

Marvin C. Kruse at the Andrews Raiders Memorial in the Chattanooga Military Cemetery on October 23, 1907. According to Find-a-Grave: :”Memorial erected by the State of Ohio to the Andrews Raiders. In early April, 1862, a band of Union soldiers lead by civilian James Andrews infiltrated south from the Union lines near Shelbyville, Tennessee and met at Big Shanty, Georgia (near Marietta). On the morning of April 12, 1862, 20 of them (2 raiders never arrived and 2 others overslept and missed the adventure) stole the passenger train “The General” during its morning breakfast stop. With the farms and factories of Georgia supplying the Confederate Army fighting further west, the Raiders’ mission was to burn the railroad bridges between Atlanta and Chattanooga, thus isolating the Confederate Armies from their supply sources and enabling the Union Army to seize Chattanooga. Due primarily to the persistency of William Fuller, conductor of the stolen train, and, secondarily to the rainy weather and unlucky miscoordination with the Union Army to the west, the Raiders failed. All 22 at Big Shanty that morning were captured. Eight, including James Andrews, were tried and hanged by the Confederate Army in Atlanta. In 1866, after the war, they were reburied in a semi-circle at the Chattanooga National Cemetery. On the imposing granite monument, erected in 1891, are the names of 22 of the raiders. The memorial is topped by a bronze likeness of the “General”.” This story inspired the classic 1927 Buster Keaton film The General.

Philadelphia PCC 2278, in bicentennial garb, on Route 53, September 2, 1976.

Philadelphia PCC 2278, in bicentennial garb, on Route 53, September 2, 1976.

SEPTA Red Arrow cars at 69th Street Terminal on September 2, 1976.

SEPTA Red Arrow cars at 69th Street Terminal on September 2, 1976.

An Amtrak GG-1 in Baltimore on August 31, 1977.

An Amtrak GG-1 in Baltimore on August 31, 1977.

This is not a very good picture, but it does show a Liberty Liner (ex-North Shore Line Electroliner) on September 2, 1976.

This is not a very good picture, but it does show a Liberty Liner (ex-North Shore Line Electroliner) on September 2, 1976.

SEPTA Red Arrow car 13, built by St. Louis Car Company in 1949, as it looked on September 2, 1976.

SEPTA Red Arrow car 13, built by St. Louis Car Company in 1949, as it looked on September 2, 1976.

Red Arrow car 18, also built in 1949. These double-ended interurban cars closely resembled PCCs but did not use PCC trucks.

Red Arrow car 18, also built in 1949. These double-ended interurban cars closely resembled PCCs but did not use PCC trucks.

A Washington, D.C. subway car at the Rhode Island Avenue station on September 1, 1977.

A Washington, D.C. subway car at the Rhode Island Avenue station on September 1, 1977.

A PCC car at the Roanoke, Virginia Transportation Museum on August 27, 1975.

A PCC car at the Roanoke, Virginia Transportation Museum on August 27, 1975.

A PCC car at the Virginia Museum of Transportation in Roanoke on August 27, 1975. This is DC Transit 1470, built by St. Louis Car Company in 1945.

A PCC car at the Virginia Museum of Transportation in Roanoke on August 27, 1975. This is DC Transit 1470, built by St. Louis Car Company in 1945.

J. G. Brill built car 249 for Oporto, Portugal in 1904 and features maximum traction trucks. It was retired in 1972 and is shown at the Rockhill Trolley Museum on August 24, 1975.

J. G. Brill built car 249 for Oporto, Portugal in 1904 and features maximum traction trucks. It was retired in 1972 and is shown at the Rockhill Trolley Museum on August 24, 1975.

A Washington, D.C. subway car at the Rhode Island Avenue station on September 1, 1977.

A Washington, D.C. subway car at the Rhode Island Avenue station on September 1, 1977.

A Washington, D.C. subway car at the Rhode Island Avenue station on September 1, 1977.

A Washington, D.C. subway car at the Rhode Island Avenue station on September 1, 1977.

A PCC car at the Virginia Museum of Transportation in Roanoke on August 27, 1975. This is DC Transit 1470, built by St. Louis Car Company in 1945.

A PCC car at the Virginia Museum of Transportation in Roanoke on August 27, 1975. This is DC Transit 1470, built by St. Louis Car Company in 1945.

This is Sacramento Northern 62, a Birney car built in 1920 by American Car Company. We see it here at the Western Railway Museum on May 26, 1974.

This is Sacramento Northern 62, a Birney car built in 1920 by American Car Company. We see it here at the Western Railway Museum on May 26, 1974.

San Francisco Municipal Railway "Magic Carpet" carr 1003 was one of five experimental double-end cars built in 1939 by the St. Louis Car Company. This lone survivor is seen at the Western Railway Museum on May 26, 1974.

San Francisco Municipal Railway “Magic Carpet” carr 1003 was one of five experimental double-end cars built in 1939 by the St. Louis Car Company. This lone survivor is seen at the Western Railway Museum on May 26, 1974.

At left, we see Muni car 178, and next to it is "Magic Carpet" car 1003, at the Western Railway Museum on May 26, 1974.

At left, we see Muni car 178, and next to it is “Magic Carpet” car 1003, at the Western Railway Museum on May 26, 1974.

This open car was built by Brill in 1912 and was used in Rio De Janeiro. It's shown at the Rockhill Trolley Museum on August 24, 1975.

This open car was built by Brill in 1912 and was used in Rio De Janeiro. It’s shown at the Rockhill Trolley Museum on August 24, 1975.

This looks like a Sacramento Northern electric freight loco (Western Railway Museum, May 26, 1974).

This looks like a Sacramento Northern electric freight loco (Western Railway Museum, May 26, 1974).

This San Francisco cable car was on display at the Santa Clara County Fairgrounds on May 26, 1973. Many children played on this car over the years. It was originally a California Street car using a side grip and was not updated when Muni took over the line. I read that in 2005 it was in storage, listed as being in poor condition with a broken frame. I am not sure if it still exists.

This San Francisco cable car was on display at the Santa Clara County Fairgrounds on May 26, 1973. Many children played on this car over the years. It was originally a California Street car using a side grip and was not updated when Muni took over the line. I read that in 2005 it was in storage, listed as being in poor condition with a broken frame. I am not sure if it still exists.

This equipment is at the Travel Town Museum at Griffith Park in Los Angeles on August 26, 1977.

This equipment is at the Travel Town Museum at Griffith Park in Los Angeles on August 26, 1977.

A Los Angeles streetcar and a Pacific electric "Blimp" interurban at Griffith Park on July 5, 1977.

A Los Angeles streetcar and a Pacific electric “Blimp” interurban at Griffith Park on July 5, 1977.

In the distance, we see a pair of Key System bridge units at the Western Railway Museum on May 26, 1974. These ran in Oakland over the bay Bridge, and were retired in 1958.

In the distance, we see a pair of Key System bridge units at the Western Railway Museum on May 26, 1974. These ran in Oakland over the bay Bridge, and were retired in 1958.

Toronto PCC 4394 on October 25, 1973.

Toronto PCC 4394 on October 25, 1973.

North Shore Line car 757 at East Troy, Wisconsin on June 23, 1974. This car has since gone to the Illinois Railway Museum.

North Shore Line car 757 at East Troy, Wisconsin on June 23, 1974. This car has since gone to the Illinois Railway Museum.

The East Troy Trolley Museum, June 23, 1974.

The East Troy Trolley Museum, June 23, 1974.

A Chicago Transit Authority 4000-series "L" car in Louisville, Kentucky on June 3, 1974.

A Chicago Transit Authority 4000-series “L” car in Louisville, Kentucky on June 3, 1974.

A pair of 700-series South Shore Line freight locos at the Gary, Indiana station in 1974.

A pair of 700-series South Shore Line freight locos at the Gary, Indiana station in 1974.

Chattanooga, Tennessee on June 2, 1974.

Chattanooga, Tennessee on June 2, 1974.

A New Orleans streetcar at Union Station in Chattanooga, June 2, 1974.

A New Orleans streetcar at Union Station in Chattanooga, June 2, 1974.

A New Orleans streetcar at Union Station in Chattanooga, June 2, 1974.

A New Orleans streetcar at Union Station in Chattanooga, June 2, 1974.

A pair of 700-series South Shore Line freight locos at the Gary, Indiana station in 1974.

A pair of 700-series South Shore Line freight locos at the Gary, Indiana station in 1974.

Steam at Union, Illinois, August 8, 1976.

Steam at Union, Illinois, August 8, 1976.

The Burlington Zephyr at IRM, 1976.

The Burlington Zephyr at IRM, 1976.

IRM, August 8, 1976.

IRM, August 8, 1976.

South Shore Line cars in storage at Michigan City, Indiana on July 17, 1977.

South Shore Line cars in storage at Michigan City, Indiana on July 17, 1977.

A "Little Joe" in Michigan City, July 17, 1977.

A “Little Joe” in Michigan City, July 17, 1977.

Illinois Terminal cars at IRM, July 1977.

Illinois Terminal cars at IRM, July 1977.

IRM, June 23, 1974.

IRM, June 23, 1974.

IRM, June 23, 1974.

IRM, June 23, 1974.

Illinois Terminal cars at IRM, June 23, 1974.

Illinois Terminal cars at IRM, June 23, 1974.

IRM, August 8, 1976.

IRM, August 8, 1976.

IRM, September 1975.

IRM, September 1975.

IRM, August 8, 1976.

IRM, August 8, 1976.

IRM, August 8, 1976.

IRM, August 8, 1976.

IRM, August 8, 1976.

IRM, August 8, 1976.

IRM, September 1975.

IRM, September 1975.

Recent Finds

Boston MTA 3292, signed for Braves Field, is on a double-track loop with the ball park at the right. The Boston Braves played there last game here on September 21, 1952 (exactly 65 years ago today), after which the team was moved to Milwaukee. Following the 1965 season, they became the Atlanta Braves. A portion of Braves Field still exists as part of Boston College's Nickerson Field. We discussed streetcar service to Braves Field in our previous post More Mystery Photos (July 29, 2016).

Boston MTA 3292, signed for Braves Field, is on a double-track loop with the ball park at the right. The Boston Braves played there last game here on September 21, 1952 (exactly 65 years ago today), after which the team was moved to Milwaukee. Following the 1965 season, they became the Atlanta Braves. A portion of Braves Field still exists as part of Boston College’s Nickerson Field. We discussed streetcar service to Braves Field in our previous post More Mystery Photos (July 29, 2016).

Hammond, Whiting & East Chicago car 67 was built by American Car in 1917 and was converted to one-man operation in 1932. Streetcar service ended in 1940. Notice how similar this car is to some operated by the Chicago Surface Lines. For much of its history, the HW&EC was run by the Calumet & South Chicago Railway, which became part of CSL in 1914.

Hammond, Whiting & East Chicago car 67 was built by American Car in 1917 and was converted to one-man operation in 1932. Streetcar service ended in 1940. Notice how similar this car is to some operated by the Chicago Surface Lines. For much of its history, the HW&EC was run by the Calumet & South Chicago Railway, which became part of CSL in 1914.

Chicago Surface Lines crane X-3 at Dearborn and Washington in 1942. Tracks were being put back in the street after construction of the Dearborn Subway, which was 80% completed when work stopped due to wartime materials shortages. The subway did not open until 1951.

Chicago Surface Lines crane X-3 at Dearborn and Washington in 1942. Tracks were being put back in the street after construction of the Dearborn Subway, which was 80% completed when work stopped due to wartime materials shortages. The subway did not open until 1951.

New Castle (Pennsylvania) Electric Street Railway "Birney" car 363 at Cascade Park loop on August 24, 1941. Streetcar service was abandoned on December 11th of that year. This car was formerly Penn-Ohio Power & Light 363 and was painted orange. (John A. Clark Photo)

New Castle (Pennsylvania) Electric Street Railway “Birney” car 363 at Cascade Park loop on August 24, 1941. Streetcar service was abandoned on December 11th of that year. This car was formerly Penn-Ohio Power & Light 363 and was painted orange. (John A. Clark Photo)

New Castle (Pennsylvania) Electric Street Railway "Birney" car 359 at Cascade Park loop on August 24, 1941. This car was ex=Penn-Ohio Power and Light 359, and was painted orange and cream. (John A. Clark Photo)

New Castle (Pennsylvania) Electric Street Railway “Birney” car 359 at Cascade Park loop on August 24, 1941. This car was ex=Penn-Ohio Power and Light 359, and was painted orange and cream. (John A. Clark Photo)

This odd, boxy streetcar is Black River Traction car #1 in Watertown, New York. This was a 1906 product of the Barber Car Co. Some consider this an ugly design, but apparently these cars were well-built. Apparently this line abandoned streetcar service on August 17, 1937, but this negative is dated June 20, 1938. The sign on the side of the car doesn't really solve this mystery-- there were two championship heavyweight bouts between Joe Louis and Max Schmeling, and these took place on June 19, 1936 and June 22, 1938. For more information on the Barber Car Company, click here.

This odd, boxy streetcar is Black River Traction car #1 in Watertown, New York. This was a 1906 product of the Barber Car Co. Some consider this an ugly design, but apparently these cars were well-built. Apparently this line abandoned streetcar service on August 17, 1937, but this negative is dated June 20, 1938. The sign on the side of the car doesn’t really solve this mystery– there were two championship heavyweight bouts between Joe Louis and Max Schmeling, and these took place on June 19, 1936 and June 22, 1938. For more information on the Barber Car Company, click here.

Black River Traction car 5, with a date given of June 20, 1938. Not sure whether this car was also built by the Barber Car Company.

Black River Traction car 5, with a date given of June 20, 1938. Not sure whether this car was also built by the Barber Car Company.

Recent Correspondence

Jack Bejna writes:

I recently came across this photo, and, after looking at it awhile I realized that this is an image of the CA&E crossing the Chicago River. It appears to have been taken from Franklin Street looking generally northeast. The train appears to be an eastbound train just entering the Wells Street Terminal. Look at the two cars and you’ll see Car 436 leading trailer 603. In addition, below the El structure there is the substation that provided the power for the terminal area. The picture was taken in 1939.

Jack continues:

I enjoyed your latest post about Boston’s great trolleys. Keep up the great work.

Here is the latest stuff, the CA&E and the CNS&M woodies. As usual, some of the images aren’t the best, but it’s all I could find in my continuing search for the best of the CA&E!

Increasing suburban traffic found the CA&E short of cars. In 1936, the CNS&M came to the rescue by making some of their older wooden cars available for lease.

In 1936, cars 129, 130, 133, 134, 137 (Jewett 1907), cars 138, 139, 140, 141, 144 (American 1910) and cars 142 and 143 (Jewett 1907) were leased for suburban service and returned to the CNS&M after World War II. These cars were later purchased in 1946 and finished their long careers in suburban work on the CA&E.

I know our readers appreciate your efforts in restoring and sharing these rare pictures with us. Thanks to you, they are looking better than ever.

After CA&E service was cut back to Forest Park in 1953, these cars were no longer needed and were soon scrapped. Interestingly, these old woods were the last passenger cars bought by the Aurora & Elgin.

CA&E 129.

CA&E 129.

CA&E 130.

CA&E 130.

CA&E 133.

CA&E 133.

CA&E 134.

CA&E 134.

CA&E 137.

CA&E 137.

CA&E 138.

CA&E 138.

CA&E 139.

CA&E 139.

CA&E 140.

CA&E 140.

CA&E 141 at Batavia Junction.

CA&E 141 at Batavia Junction.

CA&E 142 at the Wheaton Shops.

CA&E 142 at the Wheaton Shops.

CA&E 143.

CA&E 143.

CA&E 144.

CA&E 144.

Our New Book Chicago Trolleys— Now In Stock!

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.)

We are pleased to report that our new book Chicago Trolleys will be released on September 25th by Arcadia Publishing. You can pre-order an autographed copy through us today (see below). Chicago Trolleys will also be available wherever Arcadia books are sold.

Overview

Chicago’s extensive transit system first started in 1859, when horsecars ran on rails in city streets. Cable cars and electric streetcars came next. Where new trolley car lines were built, people, businesses, and neighborhoods followed. Chicago quickly became a world-class city. At its peak, Chicago had over 3,000 streetcars and 1,000 miles of track—the largest such system in the world. By the 1930s, there were also streamlined trolleys and trolley buses on rubber tires. Some parts of Chicago’s famous “L” system also used trolley wire instead of a third rail. Trolley cars once took people from the Loop to such faraway places as Aurora, Elgin, Milwaukee, and South Bend. A few still run today.

The book features 226 classic black-and-white images, each with detailed captions, in 10 chapters:

1. Early Traction
2. Consolidation and Growth
3. Trolleys to the Suburbs
4. Trolleys on the “L”
5. Interurbans Under Wire
6. The Streamlined Era
7. The War Years
8. Unification and Change
9. Trolley Buses
10. Preserving History

Product Details

ISBN-13: 9781467126816
Publisher: Arcadia Publishing SC
Publication date: 09/25/2017
Series: Images of Rail
Pages: 128

Meet the Author

David Sadowski has been interested in streetcars ever since his father took him for a ride on one of the last remaining lines in 1958. He grew up riding trolley buses and “L” trains all over Chicago. He coauthored Chicago Streetcar Pictorial: The PCC Car Era, 1936–1958, and runs the online Trolley Dodger blog. Come along for the ride as we travel from one side of the city to the other and see how trolley cars and buses moved Chicago’s millions of hardworking, diverse people.

Images of Rail

The Images of Rail series celebrates the history of rail, trolley, streetcar, and subway transportation across the country. Using archival photographs, each title presents the people, places, and events that helped revolutionize transportation and commerce in 19th- and 20th-century America. Arcadia is proud to play a part in the preservation of local heritage, making history available to all.

The book costs just $21.99 plus shipping.

Please note that Illinois residents must pay 10.00% sales tax on their purchases.

We appreciate your business!

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NEW – Chicago Trolleys Postcard Collection

We are pleased to report that selected images from our upcoming book Chicago Trolleys will be available on September 25th in a pack of 15 postcards, all for just $7.99. This is part of a series put out by Arcadia Publishing. Dimensions: 6″ wide x 4.25″ tall

The Postcards of America Series

Here in the 21st century, when everyone who’s anyone seems to do most of their communicating via Facebook and Twitter, it’s only natural to wax a little nostalgic when it comes to days gone by. What happened to more personal means of communication like hand-written letters on nice stationery? Why don’t people still send postcards when they move someplace new or go away on vacation?

If that line of thinking sounds familiar, then Arcadia Publishing’s Postcards of America was launched with you in mind. Each beautiful volume features a different collection of real vintage postcards that you can mail to your friends and family.

Pre-Order your Chicago Trolleys Postcard Pack today!

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Recent Finds

On August 1, 1951, CTA surface system fares were increased to 17 cents. Here, on two-man PCC 4188, Miss Elma Parrssinen dutifully pays her fare to conductor James Long. According to information provided by Andre Kristopans, which we ran in a previous post, car 4188 had a retirement date of June 9, 1953, making it one of the first postwar cars scrapped as part of the so-called "PCC Conversion Program," whereby some parts from these cars were recycled into new 6000-series "L" cars.

On August 1, 1951, CTA surface system fares were increased to 17 cents. Here, on two-man PCC 4188, Miss Elma Parrssinen dutifully pays her fare to conductor James Long. According to information provided by Andre Kristopans, which we ran in a previous post, car 4188 had a retirement date of June 9, 1953, making it one of the first postwar cars scrapped as part of the so-called “PCC Conversion Program,” whereby some parts from these cars were recycled into new 6000-series “L” cars.

Here are lots of “new” old photos that we have recently unearthed for your viewing pleasure. As always, if you have interesting tidbits of information to add, including locations, do not hesitate to drop us a line, either by leaving a Comment on this post, or by writing us directly at:

thetrolleydodger@gmail.com

Thanks.

-David Sadowski


Chicago Transit

This photo of CTA streetcar 6149 was taken from an original red-border Kodachrome, which identifies the location as the "Campbell Avenue barn yard." However, to me it looks like 69th and Ashland. The slide mount is of a type used by Kodak between 1950 and 1955. I would say this is closer in date the the former.

This photo of CTA streetcar 6149 was taken from an original red-border Kodachrome, which identifies the location as the “Campbell Avenue barn yard.” However, to me it looks like 69th and Ashland. The slide mount is of a type used by Kodak between 1950 and 1955. I would say this is closer in date the the former.

M. E. writes:

Regarding https://thetrolleydodger.files.wordpress.com/2016/12/dave4891.jpg
which was labelled “Campbell Av. barn yard” but you think it is the 69th and Ashland carbarn:

Campbell is 2500 West, which puts it a block west of Western (2400 West). Suppose the original location statement was a mile off. Paulina is 1700 West, a block west of Ashland (1600 West), and at 69th St., Paulina was just west of the carbarn. So I agree with you that this is probably the 69th and Ashland carbarn.

As confirmation, the 67th-69th-71st St. line (route 67) went right past the carbarn, and the destination sign aboard the route 67 car says 71st and California, the western terminus, where the route 67 car will go after leaving the barn.

However, I cannot explain the presence of route 4 Cottage Grove cars at the 69th and Ashland carbarn. The readable destination sign on car 6149 says Cottage Grove and 79th, which is a lot closer to the big carbarn at 77th and Vincennes than it is to 69th and Ashland.

I consulted my Lind book to find out when the 79th Street line and the 67th-69th-71st Street line were converted to buses. Lind says 79th was converted in September 1951 and 67th-69th-71st was converted in May 1953.

So I think this photo was taken after September 1951 and before May 1953. Somehow Cottage Grove cars were able to get to the 69th and Ashland carbarn, even though the trackage diagrams in the Lind book show no switches at 67th and Cottage Grove. Maybe the CTA built switches at 67th and Cottage Grove after September 1951 just for this purpose.

The 69th and Ashland carbarn also housed Western Ave. cars. But that carbarn must have closed soon after May 1953, because after that date, PCC cars on Western used 69th St. trackage to go east to Wentworth, south to Vincennes, and southwest to the 77th and Vincennes carbarn. That lasted until Western was converted to buses in 1956.

Thanks… I will have to look up the closing date for the 69th station (car house).
M. E. replied:
As I recall, the 69th and Ashland carbarn served these lines in the 1950s:
 9 Ashland
49 Western
63 63rd
67 67th-69th-71stLind says both lines 63 and 67 converted to buses in May 1953. But Ashland did not convert until February 1954. And as I said earlier, Western converted in 1956.Therefore, the 69th and Ashland carbarn closed in February 1954, after which Western cars lived at 77th and Vincennes until 1956.

I looked it up on the Internet, and after streetcars left, 69th and Ashland continued to handle buses for many years:

69TH STREET
1601 W. 69th St. (at Ashland Ave.)
Opened in 1908
Capacity in 1911: 191 cars inside/25 cars outside
Capacity in 1943: 191 cars inside/133 cars outside
First used for buses in 1953
Used for propane buses 1953-1973
Last used for streetcars 1954
First diesel buses 1973
Closed June 18, 1995
Replaced by 74th Street Garage
Building demolished in 1998

Source: www.chicagorailfan.com

M. E.:

I moved out of Englewood in November 1954. I wasn’t aware that the 69th and Ashland carbarn became a bus barn and lasted another four decades. Live and learn.

The fact that the 69th and Ashland barn stayed open after May 1954 begs this question: Why didn’t the Western Ave. streetcars continue to use it, rather than travel all the way to 77th and Vincennes?

I think I have an answer. After May 1954 there were only a few remaining streetcar lines:

4 Cottage Grove
22 Clark-Wentworth
36 Broadway-State
49 Western

The CTA probably wanted to consolidate all streetcar operations in one or two barns. The 22 line ran right past the 77th and Vincennes barn; the 36 line was half a mile away; and the 49 line used 69th St. to reach the 77th and Vincennes barn. The 4 line continued to use the 38th and Cottage Grove barn until the 4 line was converted to bus in June 1955. (I found this on the same Web page you cited: http://chicagorailfan.com/rosctaxh.html .)

But herein lies a further question: If 38th and Cottage Grove was kept open until the Cottage Grove line was converted, then why were Cottage Grove cars in the photo of 69th and Ashland? I already mentioned that I saw no trackage that would allow Cottage Grove cars to reach 69th and Ashland.

I had the radical notion that perhaps the photo was not of 69th and Ashland, but instead of 38th and Cottage Grove. But then why would a 67 route streetcar be there? And the same lack of switches at 67th and Cottage Grove would preclude allowing 67th-69th-71st cars to travel to 38th and Cottage Grove.

All told, a mystery.

A mystery alright, and one that perhaps our readers might help solve, thanks.

CTA red cars 612 and 407 at 95th and Ashland in December 1951.

CTA red cars 612 and 407 at 95th and Ashland in December 1951.

Ashland and 95th today, looking north.

Ashland and 95th today, looking north.

In this September 14, 1960 view, we see a pair of CTA 4000s heading east on the ground-level portion of the Lake Street "L", running alongside South Boulevard just west of Oak Park Avenue in suburban Oak Park. Just over two years later, this portion of the line would be relocated to the adjacent Chicago & North Western embankment, where it continues to run today as the Green Line. (Clark Frazier Photo)

In this September 14, 1960 view, we see a pair of CTA 4000s heading east on the ground-level portion of the Lake Street “L”, running alongside South Boulevard just west of Oak Park Avenue in suburban Oak Park. Just over two years later, this portion of the line would be relocated to the adjacent Chicago & North Western embankment, where it continues to run today as the Green Line. (Clark Frazier Photo)

Here is what South Boulevard looks like today, at approximately the same spot.

Here is what South Boulevard looks like today, at approximately the same spot.

Here, we see CTA red Pullman 165 heading west on the private right-of-way portion of the 63rd Street route, a few blocks west of Central Avenue. The date is given as August 17, 1951, although some might argue for 1952 instead. These tracks ran in 63rd Place, which is now a completely built-up residential area a short distance south of 63rd Street.

Here, we see CTA red Pullman 165 heading west on the private right-of-way portion of the 63rd Street route, a few blocks west of Central Avenue. The date is given as August 17, 1951, although some might argue for 1952 instead. These tracks ran in 63rd Place, which is now a completely built-up residential area a short distance south of 63rd Street.

63rd Place today. After streetcars quit, the CTA bus was re-routed onto 63rd Street in this area.

63rd Place today. After streetcars quit, the CTA bus was re-routed onto 63rd Street in this area.

This picture of a 1926-vintage Illinois Central Electric suburban train was taken on September 9, 1959. I am not sure of the location, but it is marked as a Randolph Street Express, and the smokestack at right belongs to a laundry. Service continues today under the aegis of Metra Electric with modern bi-level cars. David Vartanoff writes: "The IC Electric pic is likely Kensington. Look at extreme magnification and one sees the r-o-w expand to 4 tracks." Jack Ferry adds: "The IC Suburban Train is heading northbound at 115th St. Kensington." This would be the same station near where the CTA route 4 - Cottage Grove streetcar ended. That was the site of many pictures over the years.(Clark Frazier Photo)

This picture of a 1926-vintage Illinois Central Electric suburban train was taken on September 9, 1959. I am not sure of the location, but it is marked as a Randolph Street Express, and the smokestack at right belongs to a laundry. Service continues today under the aegis of Metra Electric with modern bi-level cars. David Vartanoff writes: “The IC Electric pic is likely Kensington. Look at extreme magnification and one sees the r-o-w expand to 4 tracks.” Jack Ferry adds: “The IC Suburban Train is heading northbound at 115th St. Kensington.” This would be the same station near where the CTA route 4 – Cottage Grove streetcar ended. That was the site of many pictures over the years.(Clark Frazier Photo)

Here, we are at Cottage Grove and 115th, the south end of route 4. CTA red cars 3182 and 660 are visible. The date given is December 1952, but some might argue for an earlier date than that since there are no PCCs in sight here. The line ran parallel to the Illinois Central Electric suburban service embankment.

Here, we are at Cottage Grove and 115th, the south end of route 4. CTA red cars 3182 and 660 are visible. The date given is December 1952, but some might argue for an earlier date than that since there are no PCCs in sight here. The line ran parallel to the Illinois Central Electric suburban service embankment.

Cottage Grove and 115th today.

Cottage Grove and 115th today.

This wintry scene shows CTA red Pullman 636 on Cottage Grove near the 115th Street end of the line. The date is given as December 1952 but some might argue it should be earlier.

This wintry scene shows CTA red Pullman 636 on Cottage Grove near the 115th Street end of the line. The date is given as December 1952 but some might argue it should be earlier.

It's June 10, 1951, and CTA red Pullman 230 is heading west on Chicago Avenue in this view taken from the Ravenswood "L".

It’s June 10, 1951, and CTA red Pullman 230 is heading west on Chicago Avenue in this view taken from the Ravenswood “L”.

A contemporary view of Chicago Avenue looking east from the "L".

A contemporary view of Chicago Avenue looking east from the “L”.

Here, CSL car 19xx is heading eastbound on Chicago Avenue, having passed the north-south "L" and a safety island.

Here, CSL car 19xx is heading eastbound on Chicago Avenue, having passed the north-south “L” and a safety island.

Chicago Avenue looking west toward the "L".

Chicago Avenue looking west toward the “L”.

CSL 1433.

CSL 1433.

CSL 1724. I'm wondering if this is on Wabash, just north of the Chicago River. (Joe L. Diaz Photo)

CSL 1724. I’m wondering if this is on Wabash, just north of the Chicago River. (Joe L. Diaz Photo)

CSL 1856. Not sure of the exact location, but it appears to be one of Chicago's angle streets. Patrick writes: "CSL 1856 looks to be eastbound on Harrison (it appears signed for Harrison), crossing Ogden. The building on the northeast corner is still there." (Joe L. Diaz Photo)

CSL 1856. Not sure of the exact location, but it appears to be one of Chicago’s angle streets. Patrick writes: “CSL 1856 looks to be eastbound on Harrison (it appears signed for Harrison), crossing Ogden. The building on the northeast corner is still there.” (Joe L. Diaz Photo)

The J.L. Higgie building, at Ogden and Harrison, as it appears today.

The J.L. Higgie building, at Ogden and Harrison, as it appears today.

CSL 1300, signed for Cicero Avenue. (Edward Frank, Jr. Photo)

CSL 1300, signed for Cicero Avenue. (Edward Frank, Jr. Photo)

CSL 1301 on the 14-16th Street line. (Edward Frank, Jr. Photo)

CSL 1301 on the 14-16th Street line. (Edward Frank, Jr. Photo)

Madison and Wells in the early 1900s. Not sure if we are looking east or west. Mike Payne writes, "I believe the picture on Madison and Wells is looking west; in the distance you can see Market St, and the weird “L” stub structure ending on the south side of Madison."

Madison and Wells in the early 1900s. Not sure if we are looking east or west. Mike Payne writes, “I believe the picture on Madison and Wells is looking west; in the distance you can see Market St, and the weird “L” stub structure ending on the south side of Madison.”

The old Market Street stub-end "L" terminal, which was used by Lake Street trains until the late 1940s. It was demolished shortly thereafter, and Market Street itself was turned into the north-south portion of Wacker Drive in the 1950s.

The old Market Street stub-end “L” terminal, which was used by Lake Street trains until the late 1940s. It was demolished shortly thereafter, and Market Street itself was turned into the north-south portion of Wacker Drive in the 1950s.

CSL 1371, signed for Taylor-Sedgwick-Sheffield.

CSL 1371, signed for Taylor-Sedgwick-Sheffield.

CTA 1693 on the Division route, probably in the late 1940s. (Edward Frank, Jr. Photo)

CTA 1693 on the Division route, probably in the late 1940s. (Edward Frank, Jr. Photo)

CSL 1885 southbound on the Kedzie line. From the street addresses, I'd say we are on California Avenue. The sign on the from of the car advertises "1275 New Streetcars and Buses - Soon," so perhaps this is circa 1945-46. I recently came across a CTA document advertising the 1275 figure, and it was dated January 1946. (Joe L. Diaz Photo)

CSL 1885 southbound on the Kedzie line. From the street addresses, I’d say we are on California Avenue. The sign on the from of the car advertises “1275 New Streetcars and Buses – Soon,” so perhaps this is circa 1945-46. I recently came across a CTA document advertising the 1275 figure, and it was dated January 1946. (Joe L. Diaz Photo)

CSL 1459. (Edward Frank, Jr. Photo)

CSL 1459. (Edward Frank, Jr. Photo)

CSL 1076 is southbound in the 1940s, but on which line? Perhaps the sign, indicating a route via Larrabee and Wells, offers a clue. Phil Oellrich says, "CSL car 1076 is southbound on Damen Avenue about to turn south on Lincoln Avenue at Irving Park Blvd. The route is Lincoln-Rosehill . On August 1, 1948, the CTA discontinued Lincoln-Rosehill service, while extending the North Damen Bus to follow roughly the same route north of Irving Park. The white Terra-Cotta building behind car 1076 housed the North Center Theatre at 4031 N Lincoln, which opened on February 3, 1926 and closed in 1963. The building was demolished in 1966-67." (Edward Frank, Jr. Photo)

CSL 1076 is southbound in the 1940s, but on which line? Perhaps the sign, indicating a route via Larrabee and Wells, offers a clue. Phil Oellrich says, “CSL car 1076 is southbound on Damen Avenue about to turn south on Lincoln Avenue at Irving Park Blvd. The route is Lincoln-Rosehill . On August 1, 1948, the CTA discontinued Lincoln-Rosehill service, while extending the North Damen Bus to follow roughly the same route north of Irving Park. The white Terra-Cotta building behind car 1076 housed the North Center Theatre at 4031 N Lincoln, which opened on February 3, 1926 and closed in 1963. The building was demolished in 1966-67.” (Edward Frank, Jr. Photo)

The same corner today. Lincoln is to the left, Damen to the right, and Irving Park would be right behind us. We are looking north.

The same corner today. Lincoln is to the left, Damen to the right, and Irving Park would be right behind us. We are looking north.

CSL 3106. But which line is this, and which "L" is in the background? It's hard to make out for sure, but the side sign may say 18th Street. Patrick writes: "CSL 3106 is on Leavitt, northbound, at 21st Street. The buildings are still there. The Douglas L is in the background." (Joe L. Diaz Photo)

CSL 3106. But which line is this, and which “L” is in the background? It’s hard to make out for sure, but the side sign may say 18th Street. Patrick writes: “CSL 3106 is on Leavitt, northbound, at 21st Street. The buildings are still there. The Douglas L is in the background.” (Joe L. Diaz Photo)

21st and Leavitt today.

21st and Leavitt today.

CSL Pullman 620 is southbound on Western Avenue, while some track work goes on nearby. (Joe L. Diaz Photo)

CSL Pullman 620 is southbound on Western Avenue, while some track work goes on nearby. (Joe L. Diaz Photo)

The caption on this photo reads, "Westbound car 2623 passes under the Illinois Central main line at 75th and South Chicago Avenue, over the diagonal tracks of the busy South Chicago line." Bill Shapotkin notes, "Indeed, this car is on 75th St and has just x/o UNDER the IC. The car is W/B (note platform of IC's Grand Crossing station at left atop embankment)." (Joe L. Diaz Photo)

The caption on this photo reads, “Westbound car 2623 passes under the Illinois Central main line at 75th and South Chicago Avenue, over the diagonal tracks of the busy South Chicago line.” Bill Shapotkin notes, “Indeed, this car is on 75th St and has just x/o UNDER the IC. The car is W/B (note platform of IC’s Grand Crossing station at left atop embankment).” (Joe L. Diaz Photo)

CSL 2813 on the Hammond, Whiting, and East Chicago line, which was jointly through-routed by both the Surface Lines and the aforementioned Indiana operator. Streetcar service was eliminated on this line in 1940, but this picture looks older than that. Bill Shapotkin: "This picture (of which I have a copy myself) was taken in Exchange (JUST EAST of Indianapolis Blvd) looking west in East Chicago. Note the "Y" in the wire behind the car. As an aside, the tracks in Exchange are still in-place. David Stanley and I JUST HAPPENED to visit here when Exchange was being repaved. The pavement was removed up to the railhead -- with the rails left in-place and (within a few days) paved over AGAIN."

CSL 2813 on the Hammond, Whiting, and East Chicago line, which was jointly through-routed by both the Surface Lines and the aforementioned Indiana operator. Streetcar service was eliminated on this line in 1940, but this picture looks older than that. Bill Shapotkin: “This picture (of which I have a copy myself) was taken in Exchange (JUST EAST of Indianapolis Blvd) looking west in East Chicago. Note the “Y” in the wire behind the car. As an aside, the tracks in Exchange are still in-place. David Stanley and I JUST HAPPENED to visit here when Exchange was being repaved. The pavement was removed up to the railhead — with the rails left in-place and (within a few days) paved over AGAIN.”

The photo caption reads, "The open fields behind car 2701 notwithstanding, the corner of 79th and State was a busy transfer point. This eastbound 79th Street car clatters over the CSL tracks on State." (Joe L. Diaz Photo)

The photo caption reads, “The open fields behind car 2701 notwithstanding, the corner of 79th and State was a busy transfer point. This eastbound 79th Street car clatters over the CSL tracks on State.” (Joe L. Diaz Photo)

It's October 1871, shortly after the Great Chicago Fire. The view is of State and Madison, looking northeast. The various horse cars we see are serving the Madison, Blue Island, and State Street lines.

It’s October 1871, shortly after the Great Chicago Fire. The view is of State and Madison, looking northeast. The various horse cars we see are serving the Madison, Blue Island, and State Street lines.

Here, the caption reads, "43rd-Root. Westbound car 3280, about to cross Halsted Street to reach its west terminal at the Stock Yards. This line competed with the Stock Yards "L" and lasted until 1953." Andre Kristopans adds, "3280 turning from nb State into wb Root. Old Bowman dairy bldg still there." (Joe L. Diaz Photo)

Here, the caption reads, “43rd-Root. Westbound car 3280, about to cross Halsted Street to reach its west terminal at the Stock Yards. This line competed with the Stock Yards “L” and lasted until 1953.” Andre Kristopans adds, “3280 turning from nb State into wb Root. Old Bowman dairy bldg still there.” (Joe L. Diaz Photo)

The old Bowman Dairy building at 43rd and Root as it looks today.

The old Bowman Dairy building at 43rd and Root as it looks today.


Chicago Buses

CTA trolley bus 9713 is shown heading westbound on North Avenue at Cicero on April 26, 1970. The last Chicago trolley bus ran in 1973.

CTA trolley bus 9713 is shown heading westbound on North Avenue at Cicero on April 26, 1970. The last Chicago trolley bus ran in 1973.

CTA Flxible propane bus 8050, shown here on Central Avenue near the end of its service life in 1971, was part of a series delivered in 1956-57. These buses replaced some of the last Chicago streetcars, but they were woefully underpowered for the job they had to do. I believe we are just south of Belmont Avenue. Trolley buses last ran on Central on January 7, 1970. The old street lamps were holdovers from an earlier era, and were retained in some shopping areas of the city for some time, even after more modern lights were installed.

CTA Flxible propane bus 8050, shown here on Central Avenue near the end of its service life in 1971, was part of a series delivered in 1956-57. These buses replaced some of the last Chicago streetcars, but they were woefully underpowered for the job they had to do. I believe we are just south of Belmont Avenue. Trolley buses last ran on Central on January 7, 1970. The old street lamps were holdovers from an earlier era, and were retained in some shopping areas of the city for some time, even after more modern lights were installed.

The same area today. We are looking south on Central Avenue, just south of Belmont.

The same area today. We are looking south on Central Avenue, just south of Belmont.

After the Chicago Cubs won their first world championship since 1908, the Chicago Transit Authority put a special "wrap" on one bus (I think the number is 8305) for a limited time, and ran it on Addison, which passes right by Wrigley Field. The following two pictures were taken there on November 9, 2016. Bill Shapotkin adds, "While the Cub's victory was the first in 108 years, it was also the first since moving to Wrigley Field (formerly Weegman Park). When the Cub's won the 1908 series, they were still playing on the West Side grounds (roughly Wood/Polk, if I recall the location correctly)." Yes, that is also where games for the 1906 WS between the Cubs and White Sox were played (the Sox won, 4 games to 2). Legend has it there was an insane asylum located near West Side Grounds, which is supposedly the origin of the expression, "from out of left field."

After the Chicago Cubs won their first world championship since 1908, the Chicago Transit Authority put a special “wrap” on one bus (I think the number is 8305) for a limited time, and ran it on Addison, which passes right by Wrigley Field. The following two pictures were taken there on November 9, 2016.
Bill Shapotkin adds, “While the Cub’s victory was the first in 108 years, it was also the first since moving to Wrigley Field (formerly Weegman Park). When the Cub’s won the 1908 series, they were still playing on the West Side grounds (roughly Wood/Polk, if I recall the location correctly).” Yes, that is also where games for the 1906 WS between the Cubs and White Sox were played (the Sox won, 4 games to 2). Legend has it there was an insane asylum located near West Side Grounds, which is supposedly the origin of the expression, “from out of left field.”

Here, 8305 heads west on Addison. There is a lot of construction around the ballpark these days, as entire blocks have been cleared, and a couple of large hotels are going up.

Here, 8305 heads west on Addison. There is a lot of construction around the ballpark these days, as entire blocks have been cleared, and a couple of large hotels are going up.

I was lucky to get all of 8305 in the frame here, as it was "at speed" and I had to dodge traffic in the middle of the busy street to get this unobstructed shot.

I was lucky to get all of 8305 in the frame here, as it was “at speed” and I had to dodge traffic in the middle of the busy street to get this unobstructed shot.

CTA bus 700 is powered by Lithium batteries, and is one of two currently owned by the authority, although there are plans for 20 or 30 more. These are the first electric buses the CTA has had since the last trolley bus ran in 1973. I did not board this bus, but would expect it to provide a ride similar to a trolley bus.

CTA bus 700 is powered by Lithium batteries, and is one of two currently owned by the authority, although there are plans for 20 or 30 more. These are the first electric buses the CTA has had since the last trolley bus ran in 1973. I did not board this bus, but would expect it to provide a ride similar to a trolley bus.

CTA electric bus 700 at the west end of route 21 (Cermak), which is the North Riverside Mall, on November 29, 2016.

CTA electric bus 700 at the west end of route 21 (Cermak), which is the North Riverside Mall, on November 29, 2016.


Interurbans

It's June 1962 at Rondout, and we see a North Shore Line freight train, headed up by electric loco 455.

It’s June 1962 at Rondout, and we see a North Shore Line freight train, headed up by electric loco 455.

This June 1962 North Shore Line photo looks like it was taken at about the same time as one in our previous post More Color Restorations (August 9, 2016). As you can see from the sign on car 744, the occasion was a Central Electric Railfans' Association fantrip. This may be the excursion on June 22, 1962, which was billed as a farewell trip. As it turned out, a few additional fantrips were held before the interurban was abandoned on January 21, 1963. Don's Rail Photos says, "744 was built by Pullman in 1928. It was modernized in 1940." This car is on the wye at the Harrison Street Shops in Milwaukee.

This June 1962 North Shore Line photo looks like it was taken at about the same time as one in our previous post More Color Restorations (August 9, 2016). As you can see from the sign on car 744, the occasion was a Central Electric Railfans’ Association fantrip. This may be the excursion on June 22, 1962, which was billed as a farewell trip. As it turned out, a few additional fantrips were held before the interurban was abandoned on January 21, 1963. Don’s Rail Photos says, “744 was built by Pullman in 1928. It was modernized in 1940.” This car is on the wye at the Harrison Street Shops in Milwaukee.

cerafantrip2

This photo of North Shore Line 774 plus 3 looks to have been taken where the line shifted from 5th to 6th Street in Milwaukee. The date is January 13, 1963, just eight days before service ended. (J. W. Vigrass Photo)

This photo of North Shore Line 774 plus 3 looks to have been taken where the line shifted from 5th to 6th Street in Milwaukee. The date is January 13, 1963, just eight days before service ended. (J. W. Vigrass Photo)

A photo stop on the same January 13, 1963 fantrip. Perhaps one of our keen-eyed readers can help identify the location. Don's Rail Photos says, "774 was built by Standard Steel Car Co in 1930, It was rebuilt as Silverliner on May 9, 1950." Joey Morrow writes: "NSL 774 is west of Green Bay Jct. The line to the west leads to the Highwood shops and offices. In the distance you can see the bridge that is currently used by the Metra UP-N. You can still see where the NSL once ran under the bridge. The line to the east leads to The Lake Bluff station just across the street out of the shot. Not totally sure if the cement that once held the catenary supports is still there or not, but the telephone POLES behind the camera man are still there." (J. W. Vigrass Photo)

A photo stop on the same January 13, 1963 fantrip. Perhaps one of our keen-eyed readers can help identify the location. Don’s Rail Photos says, “774 was built by Standard Steel Car Co in 1930, It was rebuilt as Silverliner on May 9, 1950.” Joey Morrow writes: “NSL 774 is west of Green Bay Jct. The line to the west leads to the Highwood shops and offices. In the distance you can see the bridge that is currently used by the Metra UP-N. You can still see where the NSL once ran under the bridge. The line to the east leads to The Lake Bluff station just across the street out of the shot. Not totally sure if the cement that once held the catenary supports is still there or not, but the telephone POLES behind the camera man are still there.” (J. W. Vigrass Photo)

It's April 1964, more than a year after North Shore Line service ended. Car 251 is at the head of the line here, and has already been sold to the Illinois Railway Museum, where she runs today. This may also be a J. W. Vigrass photo, but it is not marked as such.

It’s April 1964, more than a year after North Shore Line service ended. Car 251 is at the head of the line here, and has already been sold to the Illinois Railway Museum, where she runs today. This may also be a J. W. Vigrass photo, but it is not marked as such.

A close-up of the last picture shows a sign: "Acq'd for Ill. Ry. Museum. Do not climb, tamper with, or remove parts from this car." Sound advice, indeed!

A close-up of the last picture shows a sign: “Acq’d for Ill. Ry. Museum. Do not climb, tamper with, or remove parts from this car.” Sound advice, indeed!

Our previous post The Littlest Hobo (November 27, 2016), which featured some pictures of scrapped Pacific Electric “Hollywood” cars stacked up like cordwood, inspired me to run this photo, showing one of the cars that actually was saved:

Pacific Electric "Hollywood" car 5112 in Watts local service on April 9, 1958. By then, the service was being operated by the Los Angeles Metropolitan Transit Authority. Don's Rail Photos says, "637 was built by St Louis Car Co in 1922. It was rebuilt in 1939 and rebuilt in 1950 as 5112. It became LAMTA 1801 in 1958. It was retired and restored as 637 at Orange Empire Railway Museum in March 1960."

Pacific Electric “Hollywood” car 5112 in Watts local service on April 9, 1958. By then, the service was being operated by the Los Angeles Metropolitan Transit Authority. Don’s Rail Photos says, “637 was built by St Louis Car Co in 1922. It was rebuilt in 1939 and rebuilt in 1950 as 5112. It became LAMTA 1801 in 1958. It was retired and restored as 637 at Orange Empire Railway Museum in March 1960.”

The following photo has been added to our post Red Arrow in Westchester (September 13, 2016):

Although the late Merritt Taylor, Jr. may have been, in some fashion, a "closet railfan," he was also responsible for the ill-fated Railbus experiment on the Red Arrow Lines in 1967-68. This was an attempt to replace rail with buses that could also run on railroad tracks. Fortunately, the effort proved to be a failure. Taylor had found that he couldn't simply convert all his rail lines to bus service, without losing much of the rights-of-way in turn due to the terms under which rail service had started many years earlier. It turns out that the requirements of a railcar and a bus are too much different to be combined into a single vehicle. Within a couple years of this experiment, Taylor sold Red Arrow to SEPTA, and the Norristown, Media and Sharon Hill lines remain rail to this day.

Although the late Merritt Taylor, Jr. may have been, in some fashion, a “closet railfan,” he was also responsible for the ill-fated Railbus experiment on the Red Arrow Lines in 1967-68. This was an attempt to replace rail with buses that could also run on railroad tracks. Fortunately, the effort proved to be a failure. Taylor had found that he couldn’t simply convert all his rail lines to bus service, without losing much of the rights-of-way in turn due to the terms under which rail service had started many years earlier. It turns out that the requirements of a railcar and a bus are too much different to be combined into a single vehicle. Within a couple years of this experiment, Taylor sold Red Arrow to SEPTA, and the Norristown, Media and Sharon Hill lines remain rail to this day.

PS- Here is a video with many additional pictures of the Red Arrow Railbus:


Recent Correspondence

The experimental Brill-built pre-PCC 7001 as it appeared at 77th and Vincennes on September 10, 1959, shortly before it was scrapped. (Clark Frazier Photo)

The experimental Brill-built pre-PCC 7001 as it appeared at 77th and Vincennes on September 10, 1959, shortly before it was scrapped. (Clark Frazier Photo)

Hampton Wayt writes:

I am trying to research the history of the design (industrial design or “styling”) of the PCC streetcars. Over the years, two different people have independently indicated to me that industrial designer Donald R. Dohner was responsible for the design of the PCC, but I have been unable to verify it. Dohner was the head of design for Westinghouse Electric and Manufacturing Company from 1930 through 1934 and would work on many transportation designs while employed there. He also had an industrial design firm in Pittsburgh after leaving Westinghouse.

Dohner was the unrecognized primary designer of the Pennsylvania Railroad’s iconic GG-1 electric locomotive for which Raymond Loewy got (or should I say, “took”) full credit. For years, retired industrial designers that I met told me that Dohner designed the GG-1 despite what Loewy claimed, and after doing some serious in depth research I was finally able to prove they were right (Loewy made some very minor changes to the GG-1 prior to manufacturing, but would take credit for much, much more than he actually did). Dohner never received credit for the design during his lifetime, and only began to receive recognition for it for the first time 75 years later after the fact, thanks to an article I wrote on the matter for Classic Trains magazine in 2009.

A couple of years ago I was also able to verify that Dohner designed the New Haven Comet Train with the Goodyear Zeppelin Corporation, his having worked heavily on the design in 1933. He never received credit for the design of this train either.

Neither of the two individuals who credited Dohner with the PCC design knew the name of the streetcar, but both stated that it was a design that was used universally all over the country. One of the men also stated that the cars were in Brooklyn first and then “all over.” That suggests the PCC to me, but I do not know where to begin to research it.

Do you happen to know if any of the original paperwork for the Presidents Conference Committee exists for researchers? If so, I would love visit the archives and take a close look and see if Dohner’s name appears anywhere in the record as it did in Pennsylvania Railroad paperwork found during my research on the GG-1.

It also occurred to me that Dohner could have been involved in the design of the experimental CSL 4001 car, which was developed with Westinghouse. Do you happen to know if there is any documentation on the development of this unit?

Any guidance you can give me would be greatly appreciated, and I look forward to your response.

Best Regards,
Hampton C. Wayt
http://www.hamptoncwayt.com

Thanks for writing. In one of my previous blog posts, I note the following:

Starting in 1929, CSL* was a very active participant in the Electric Railway Presidents’ Conference Committee, whose work developed the standardized PCC car, which soon dominated the industry.

The PCC patents were assigned to the Transit Research Corporation, whose stock was owned by the various transit operators who took part in the program. CSL apparently owned the largest amount of stock, which in turn was owned by the Chicago Transit Authority starting in 1947. Eventually Walter J. McCarter, first general manager of CTA, became the head of TRC, which I think has since been disbanded.

*Chicago Surface Lines

TRC’s successor, in turn, was the Institute for Rapid Transit, which merged with the American Public Transit Association, and is now called the American Public Transportation Association. So, you might try contacting them to see what they may know.

However, if Dr. Harold E. Cox is to be believed, TRC’s main focus was technical patents involving components such as truck and wheel design. (See his 1965 article, “What is a PCC Car?”)

Dr. Cox is, as far as I know, still living, so you might try contacting him as well. However, according to this news story from 2015, Dr. Cox is fighting a courageous public battle with Alzheimer’s.

It may be that a lot of the familiar PCC design “look” came from each individual car manufacturer, building on previous work done by others. The progression would be from the 1934 Brill car 7001, built for the Chicago Surface Lines, to the very similar cars built for Washington, D.C. in 1935 (the order split between Brill and St. Louis Car Company), to the 1936 PCCs from SLCC (Brooklyn, Chicago, et al) and the one car built by the Clark Equipment Co. (which has standee windows, not seen on many cars prior to the end of WWII).

The efforts from various manufacturers to develop a “type car” preceded the PCC effort, as can be seen in the Brill “Master Units” circa 1932. But these efforts were never 100% successful, although the PCC car did come the closest. Still, there were numerous variations between cities, Chicago’s being the most different of them all.

Even after the concept of a “standard” PCC car became the norm for North American cities, the PCCs made by SLCC competitor Pullman have subtle differences in styling, including a somewhat boxier overall appearance. This may have been the result of differences in manufacturing techniques between the two companies.

So, chances are the styling of the PCC cars cannot be ascribed to a single individual, but it is certainly possible that one person, such as your candidate, may have played a very important part.

There is also a complicating factor regarding Brill. While Brill built the CSL 7001, and part of the 1935 order for DC, the company had a policy of not paying any patent royalties to other firms. Thus, they parted ways with the PCC project at this point.

However, they did come up with their own PCC knock-off, which was called the Brilliner. They first started marketing these in 1938, and the last ones were sold in 1941. Very few were sold.

The Brilliner came too late to save Brill. By then, St. Louis Car Company had the bulk of the streetcar market to themselves, with Pullman taking a much smaller share.

Brill exited the streetcar market at this point, and merged with ACF in 1944 to form ACF-Brill. They made buses, including some trolley buses.

I hope other people who read this may be able to offer additional insights of their own. I am assuming you are familiar with the available literature, which includes various books such as PCC From Coast to Coast. There is at least one book about the St. Louis Car Company, written by the late Alan R. Lind. Some of the other PCC books, which you might find for cheap or in public libraries, include PCC: The Car That Fought Back, An American Original: The PCC Car, and Dr. Cox’s PCC Cars of North America.

Thanks.


Jay Maeder, Sr.

John Edward Maeder's 1925 high school yearbook picture. Hawken School is located in Cleveland, Ohio, and was founded in 1915.

John Edward Maeder’s 1925 high school yearbook picture. Hawken School is located in Cleveland, Ohio, and was founded in 1915.

We have written about the short-lived and ill-fated Speedrail project before. This was a 1949-51 attempt to continue interurban service between Milwaukee and Waukesha, Wisconsin, led by Jay Maeder, Sr. (1908-1975).

This was a noble effort. Maeder grew up in Cleveland, Ohio, where a former interurban still runs today as the Shaker Heights Rapid Transit line.

Milwaukee’s TMER&L (aka TMER&T) west line was known locally as the “Rapid Transit” line, and with a little less bad luck, could have evolved into something akin to what Cleveland has today. But alas, it was not to be, due to a horrific head-on collision in 1950 that killed several people.

Jay Maeder, Sr. was at the controls of one of the two cars involved in the collision, which remains controversial to this day. The question recently came up on one of the online transit forums I belong to, as to what Maeder’s background was. I did manage to come up with a few things:

His real name was John Edward Maeder. Jay was a nickname. In the 1930 census, the family was living in South Euclid, Ohio.

In a 1949 newspaper article, regarding the Speedrail purchase, Maeder is referred to as a “Cleveland industrial engineer.” Apparently, he was an efficiency expert.

“Jay” probably was a nickname based on his first initial. Perhaps, like many other people, he did not like his first name (cf. James Paul McCartney).

Here is his high school yearbook from 1925:

https://s3.amazonaws.com/k12-prod-us-east-1-media-pub/291/misc/misc_112653.pdf

At that time, John Edward Maeder was nicknamed “Ed,” which is how they had him in some of the census records. Apparently, he did not like his first name.

John Edward Maeder’s birth certificate gives the same date of birth as that given for Jay Edward Maeder (March 11, 1908).

The 1910 US census says there was a two-year-old child named Edward in the household, but does not mention other siblings. Since his father’s name was also John, that may be why they were calling him Edward from an early age.

The 1920 census has him as J. Edward, but again mentions no siblings.

In the 1930 census, they have him as Edward J., but again there are no siblings listed. He was 22 years old then, and his occupation is listed as a newspaper solicitor (salesman?).

So, everything seems to indicate he was an only child. Haven’t found an obit for Jay Maeder Sr. yet though.

Jay Maeder Sr.’s wife Catherine died in Houston, Texas in 2009, aged about 99.

I don’t know if Jay Maeder Sr. ever lived in Texas, or if, sometime after the 1950 crash, he reverted to using John, his real name.  His son, Jay Maeder, Jr. lived from 1947 to 2014, and was the last writer for the Little Orphan Annie cartoon strip before it was retired in 2010.

If Speedrail had survived, it surely would have received a shot in the arm from the opening of County Stadium along its route in 1953. The Boston Braves moved to Milwaukee that year, and had good attendance for several years before moving to Atlanta in 1965. The Braves were in the World Series two years running (1957-58), winning the world championship in 1957 over the New York Yankees.


Bonus Photo

Pictures of the Grand Rapids (Michigan) streetcar system are rare, as it quit in 1935. Creating a roster would be difficult, as the cars had names rather than numbers. Here, we see the "F. W. Wurtzburg," built by St. Louis Car Company in 1926. This type of lightweight city car helped the Grand Rapids Railroad win the prestigious Coffin Medal in 1926. (James B. M. Johnson Photo)

Pictures of the Grand Rapids (Michigan) streetcar system are rare, as it quit in 1935. Creating a roster would be difficult, as the cars had names rather than numbers. Here, we see the “F. W. Wurtzburg,” built by St. Louis Car Company in 1926. This type of lightweight city car helped the Grand Rapids Railroad win the prestigious Coffin Medal in 1926. (James B. M. Johnson Photo)


New Book Project

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