A Tribute to Jeffrey L. Wien

In 2016, Jeff Wien hired Rick Foss to add realistic color to what had been a black-and-white image, a rare shot of a PCC streetcar passing the entrance of Riverview Amusement Park on Western just north of Belmont in 1956. The results were spectacular. (Wien-Criss Archive)

In 2016, Jeff Wien hired Rick Foss to add realistic color to what had been a black-and-white image, a rare shot of a PCC streetcar passing the entrance of Riverview Amusement Park on Western just north of Belmont in 1956. The results were spectacular. (Wien-Criss Archive)

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A Tribute to Jeffrey L. Wien

Like many, I was recently shocked and saddened to hear that longtime Chicago railfan Jeffrey L. Wien had died at the age of 79. I had known Jeff for more than 40 years. While I mourn his passing, this post celebrates his lifelong interest in electric railways, which was so important to him.

Some time ago, he had asked me to compose his obituary, and this is what I came up with:

Jeffrey Lawrence Wien of Chicago died from a heart attack at Rush University Medical Center on January 6, 2021 at the age of 79. He had been hospitalized for about ten days suffering from pneumonia. Jeff was born in Chicago on April 3, 1941, the son of Jerome Lester Wien and Helen Louise Kraus. He grew up on the south side of Chicago near 47th Street until 1950, when the family moved to Evanston. He was a graduate of Evanston Township High School (class of 1959) and Northwestern University (class of 1963). He served his country as a Lieutenant in Naval Intelligence from 1963 to 1967. By profession, he was an accountant, and worked for Blue Cross-Blue Shield and at Provident Hospital. He was smart, funny (with an acerbic wit), opinionated, and loyal to his friends. Although he was talented in many areas, he was very modest and never boastful. He did not suffer fools gladly, but if you knew him, he was your friend for life. He loved to travel and was an avid and accomplished photographer and filmmaker, whose work appeared in many publications. His interest in historic preservation, architecture, and nostalgia drew him to street railways, interurbans and railroads. He was a passenger on the last Chicago streetcar in 1958 and was one of the last living employees of the Chicago, North Shore and Milwaukee interurban. He was the author of Chicago Streetcar Memories, a DVD produced by Chicago Transport Memories LLC in 2009. Jeff was a co-author of the very comprehensive book Chicago Streetcar Pictorial: The PCC Car Era, 1936-1958, issued as Bulletin 146 of the Central Electric Railfans’ Association in 2015. Jeff was a voting member of the Illinois Railway Museum and a generous contributor to its activities. He was also a director and officer of Central Electric Railfans’ Association for 37 years. CERA is a not-for-profit technical and educational association founded in 1938. Along with Bradley Criss, he established the Wien-Criss Archive, an important photographic collection and resource that will continue to aid historical research in the future. Jeff will be very much missed and long remembered by everyone who knew him. He believed that life is the single most important thing, so you must protect it. He was predeceased by his spouse Bradley Scott Criss, and is survived by his sister Helen Jo Wien (Lotsoff), a niece and nephew. Interment is at the Abraham Lincoln National Cemetery in Elwood, Illinois. Donations can be made in Jeff’s memory to the Illinois Railway Museum CTA 4391 Restricted Fund.

Jeff became interested in streetcars at an early age. Ray DeGroote recalls answering a letter requesting more information from Jeff in 1955 while volunteering at CERA (Central Electric Railfans’ Association). They became lifelong friends, and brought Jeff in touch with what Ray has called the “intelligence network” of railfans, in those pre-Internet days. Jeff participated in his first fantrip in December 1956, one of several that were held in the declining years of Chicago streetcars, as the last lines were replaced by buses one by one.

His family lived at 48th and Woodlawn on Chicago’s south side until 1950, when they moved to the north end of Evanston. The closest “L” station was Isabella, a lightly patronized ground-level station that closed in 1973. It was made somewhat famous by being featured in the opening credits of the original Bob Newhart Show in the early 1970s.

Jeff’s initial interest was in taking 8mm color motion pictures. One roll would yield about three minutes of silent movie film. He taught himself photography by trial and error. Sometimes, people watching him would ask, incredulously, why he would want to take pictures of a streetcar?

Once Jeff discovered that the Western Avenue line would soon be replaced by buses, he did everything possible to document it, and the other remaining Chicago streetcar lines. Late in life, he could still recall how disappointed he was to discover that Western Avenue streetcars had been replaced by buses in June 1956.

This was followed by the loss of the final two north side lines in 1957 (Broadway and Clark), and finally Wentworth on the south side in 1958. In each case, Jeff rode the last car. By then, he had met other friends his own age who shared the same interest. Together, they decorated the last Chicago streetcar with crepe paper and a sign bidding farewell to Windy City trolleys. (This was no doubt inspired by “last cars” from other cities, some of which commemorated those events by decorating the cars, which the Chicago Transit Authority did not do.)

Until Jeff was 14, interurban trains of the Chicago, North Shore and Milwaukee (aka the North Shore Line) passed near to his house in Evanston on the Shore Line Route. The North Shore Line became another of Jeff’s great interests, and he rode the last southbound car on a very cold January 21, 1963 along with his sister, although not to the end of the line at Roosevelt Road. (As the hour was so late, Jeff and Helen Jo got off at Howard Street to take the Evanston shuttle back to Isabella.)

During the summer of 1961, Jeff had a summer job as a ticket-taker for the North Shore Line at the Adams and Wabash station downtown, making him one of the interurban’s last living employees. Several years ago, he purchased a rare North Shore Line ticket cabinet from the Dempster Street station on that line. It was one of his prized possessions, and I persuaded him to write an article about it, which you can read here.)

Jeff started shooting color 35mm slides in 1959. His favorite film was Kodachrome, which then had a film speed of 10, meaning it was largely restricted to sunny days. Jeff would say, “I worship the sun,” and his favorite type of photo was the “three quarter” view, taken on a sunny day. He became a master at this type of photo. He favored all-mechanical Pentax cameras, as he did not trust batteries. He learned how to expose film by using the tried and true “Sunny f/16” rule.

Many other “last rides” in different cities followed. From 1963 to 1967, Jeff served in the Navy, and was stationed in Washington, DC. He was in Baltimore when their last streetcars ran in 1963, and Los Angeles when they ended both streetcar and trolley bus service the same year. Pittsburgh and Philadelphia were also among Jeff’s favorite cities, as they both had extensive streetcar systems that were gradually reduced in size and scope over the years.

It was, for many years, a hobby with many “lasts,” but after reaching a low point in the mid-1970s, things began to turn around, with the start of the new San Diego Trolley in 1981. Soon this was joined by a host of other new “firsts,” light rail and streetcar lines across the country, and Jeff traveled to many of these places, to ride, photograph, and film them.

Jeff was an avid collector of other people’s photos in addition to his own. Ray DeGroote gave him the William C. Hoffman collection, after the latter’s death in 1988. Hoffman had extensively documented Chicago’s streetcar, interurban, and “L” lines in photographs and in movies during the 1950s, which are now invaluable historical artifacts. These, he freely shared with others.

Jeff was very active in the Central Electric Railfans’ Association, a not-for-profit technical and educational group, and served as a director for 37 years. This culminated in the 2015 publication of CERA Bulletin 146, Chicago Streetcar Pictorial: The PCC Car Era, 1936-1958, which I co-authored. For Jeff, this was the fulfillment of a lifelong dream, and the book was well received.

In the book, I wrote a tribute to Jeff, since I really thought of it as being his life’s work. I compared him to the late Richard Nickel, one of the pioneers of architectural preservation here in Chicago. Jeff was a pioneer as a transit preservationist. His influence was profound and extensive in his field. It’s fine that people will pay tribute to him now that he is gone, but I felt it was just as important to do this while he was still alive and able to read it himself.

Fantrips were one of Jeff’s major interests, and the last one he was involved with was on February 19, 2017, when CERA sponsored a trip on the CTA “L” system with four cars wrapped temporarily to celebrate the Cubs winning the 2016 World Series. This was made possible in large part by Jeff’s $2000 contribution.

He was also quite active at the Illinois Railway Museum, as one of only 100 voting members, and through his preservation activities. He helped bring Chicago Surface Lines motor coach 3407 to the museum, and in 2019, made a substantial contribution to bring Chicago Aurora & Elgin car 453 to IRM.

Along with his late partner Bradley Criss, Jeff produced two feature-length videos, Chicago Streetcar Memories, and A Tribute to the North Shore Line.

Jeff’s final activities were to add slides and negatives to his collection that either interested him, or filled gaps in his collection. Some of these were pictures that he was unable to take himself, and gave him immense pleasure. This included his purchase of a large portion of the late Bob Selle’s black-and-white negatives in 2018 and numerous rare Kodachrome slides taken by others, including the late Charles L. Tauscher.

Jeff’s was a life well lived, and a blessing to those who knew him. What follows are some highlights from Jeff’s life in our hobby. He will be sorely missed.

-David Sadowski

Here is Jeff at 15, taking part in a fantrip on a red Chicago streetcar on February 10, 1957.

Here is Jeff at 15, taking part in a fantrip on a red Chicago streetcar on February 10, 1957.

On February 16, 1957, CTA 7201 was the last streetcar to run on Route 36. Here it is seen at Clark and Devon. (Charles H. Thorpe Photo, Wien-Criss Archive)

On February 16, 1957, CTA 7201 was the last streetcar to run on Route 36. Here it is seen at Clark and Devon. (Charles H. Thorpe Photo, Wien-Criss Archive)

On February 16, 1957, CTA 7201 was the last streetcar to run on Route 36. Here it is seen at State and Madison. (Charles H. Thorpe Photo, Wien-Criss Archive)

On February 16, 1957, CTA 7201 was the last streetcar to run on Route 36. Here it is seen at State and Madison. (Charles H. Thorpe Photo, Wien-Criss Archive)

CTA PCC 7201 is heading northbound at Clark and Wells on February 16, 1957, in this photo by Charles H. Thorpe, from the Wien-Criss Archive. It was the last streetcar to operate on the State-Broadway portion of Route 36.

CTA PCC 7201 is heading northbound at Clark and Wells on February 16, 1957, in this photo by Charles H. Thorpe, from the Wien-Criss Archive. It was the last streetcar to operate on the State-Broadway portion of Route 36.

I believe this iconic picture of CTA 7213, leaving Clark and Kinzie on the last Chicago streetcar run in the early morning hours of June 21, 1958, is a CTA photo.

I believe this iconic picture of CTA 7213, leaving Clark and Kinzie on the last Chicago streetcar run in the early morning hours of June 21, 1958, is a CTA photo.

Jeff was amazed a few years ago, when he found out that the late Charles Keevil had shot 16mm film of the last Chicago streetcar in 1958. This was transferred to digital and released by the CTA:

Jeff and his young friends decorated car 7213, no doubt inspired by what other cities had previously done for their last runs:

LVT 912, dressed in bunting at Fairview car barn for the last run of an Allentown streetcar, on June 7 1953.

LVT 912, dressed in bunting at Fairview car barn for the last run of an Allentown streetcar, on June 7 1953.

A mother and her two kids have just gotten off a northbound Evanston train of 4000s at Isabella in January 1972. This station closed on July 16, 1973 and within a short period of time, all traces of it were removed, as it was a short distance from the Linden terminal and had low ridership. That same year, the Evanston branch was converted to third rail operation, and overhead wire was removed.

A mother and her two kids have just gotten off a northbound Evanston train of 4000s at Isabella in January 1972. This station closed on July 16, 1973 and within a short period of time, all traces of it were removed, as it was a short distance from the Linden terminal and had low ridership. That same year, the Evanston branch was converted to third rail operation, and overhead wire was removed.

CTA 9361 is westbound on Irving Park Road, passing under the north-south "L". The tracks it is about to cross belonged to the Milwaukee Road, and were used to interchange freight with the "L" until 1973. (Jeff Wien Photo, Wien-Criss Archive)

CTA 9361 is westbound on Irving Park Road, passing under the north-south “L”. The tracks it is about to cross belonged to the Milwaukee Road, and were used to interchange freight with the “L” until 1973. (Jeff Wien Photo, Wien-Criss Archive)

CTA 9378 is heading south on Broadway, about to turn west on Montrose (Route 78). (Jeff Wien Photo, Wien-Criss Archive)

CTA 9378 is heading south on Broadway, about to turn west on Montrose (Route 78). (Jeff Wien Photo, Wien-Criss Archive)

CTA 9375 at the east end of the Montrose trolley bus line, near the Wilson Avenue "L" station... about to turn south on Broadway. (Jeff Wien Photo, Wien-Criss Archive)

CTA 9375 at the east end of the Montrose trolley bus line, near the Wilson Avenue “L” station… about to turn south on Broadway. (Jeff Wien Photo, Wien-Criss Archive)

I believe we may have run a similar picture before. This shows the North Shore Line station adjacent to the CTA "L" station at Adams and Wabash. (William Shapotkin Collection)

I believe we may have run a similar picture before. This shows the North Shore Line station adjacent to the CTA “L” station at Adams and Wabash. (William Shapotkin Collection)

Jeff and his sister Helen rode the last southbound North Shore Line train as far as Howard Street. His friend Charles Tauscher continued with it to the end of the line, and snapped this historic picture:

A truly historic photo that probably hasn't seen the light in 57 years. The late Charles L. Tauscher rode the last North Shore Line train ever, which ended its run at Roosevelt Road in the early morning hours of a very cold January 21, 1963. Motorman Bill Livings has just taken off the headlight and poses for a few pictures. This must be a long exposure (this was Ektachrome, and the film speed was 32) and you can see some motion blur on other parts of the platform. Truly the end of an era. (Wien-Criss Archive)

A truly historic photo that probably hasn’t seen the light in 57 years. The late Charles L. Tauscher rode the last North Shore Line train ever, which ended its run at Roosevelt Road in the early morning hours of a very cold January 21, 1963. Motorman Bill Livings has just taken off the headlight and poses for a few pictures. This must be a long exposure (this was Ektachrome, and the film speed was 32) and you can see some motion blur on other parts of the platform. Truly the end of an era. (Wien-Criss Archive)

The North Shore Line's Milwaukee Terminal on a wintry night in January 1963. This is a remarkable photo for the time, as it surely involved a long exposure time of at least a few seconds, with the camera held perfectly still on a tripod. Film speeds for color slide film were very slow and those films were designed for use in bright sunlight. (Wien-Criss Archive)

The North Shore Line’s Milwaukee Terminal on a wintry night in January 1963. This is a remarkable photo for the time, as it surely involved a long exposure time of at least a few seconds, with the camera held perfectly still on a tripod. Film speeds for color slide film were very slow and those films were designed for use in bright sunlight. (Wien-Criss Archive)

A northbound North Shore Line train stops at Dempster in January 1963, the final month. Just over a year later, after the abandonment, the CTA resumed service between here and Howard as the Skokie Swift. Note the sign at left for a yarn store in the terminal building. (Wien-Criss Archive)

A northbound North Shore Line train stops at Dempster in January 1963, the final month. Just over a year later, after the abandonment, the CTA resumed service between here and Howard as the Skokie Swift. Note the sign at left for a yarn store in the terminal building. (Wien-Criss Archive)

This, and the next three images are from "superslides," meaning film larger than 35mm, but still able to fit in a regular 2x2 slide mount. This was possible with both 127 and 828 film, but it's the latter here, in this shot by W. H. Higginbotham showing an Electroliner at Grange Avenue in Milwaukee County. (Wien-Criss Archive)

This, and the next three images are from “superslides,” meaning film larger than 35mm, but still able to fit in a regular 2×2 slide mount. This was possible with both 127 and 828 film, but it’s the latter here, in this shot by W. H. Higginbotham showing an Electroliner at Grange Avenue in Milwaukee County. (Wien-Criss Archive)

NSL 741 creeps south along the old 6th Street viaduct in Milwaukee, next to a 1958 Chevy. (Wien-Criss Archive)

NSL 741 creeps south along the old 6th Street viaduct in Milwaukee, next to a 1958 Chevy. (Wien-Criss Archive)

An Electroliner at 6th and Oklahoma in Milwaukee in 1962. (W. N. Higginbotham Photo, Wien-Criss Archive)

An Electroliner at 6th and Oklahoma in Milwaukee in 1962. (W. N. Higginbotham Photo, Wien-Criss Archive)

An Electroliner at Edison Court in Waukegan on May 26, 1959. (Wien-Criss Archive)

An Electroliner at Edison Court in Waukegan on May 26, 1959. (Wien-Criss Archive)

This picture of the CTA Stockyards line was taken in September 1957, shortly before the line was abandoned. There is little in this picture that still exists today, except for the shuttered Stock Yards National Bank Building, at 4146 S. Halsted Street. (Wien-Criss Archive)

This picture of the CTA Stockyards line was taken in September 1957, shortly before the line was abandoned. There is little in this picture that still exists today, except for the shuttered Stock Yards National Bank Building, at 4146 S. Halsted Street. (Wien-Criss Archive)

A gate car (345) and a Met car are in the process of being scrapped at Skokie Shops in September 1957. (Wien-Criss Archive)

A gate car (345) and a Met car are in the process of being scrapped at Skokie Shops in September 1957. (Wien-Criss Archive)

Riverview Park at Western and Roscoe on June 10, 1956. (Wien-Criss Archive)

Riverview Park at Western and Roscoe on June 10, 1956. (Wien-Criss Archive)

PCC meets PCC in this famous Bill Hoffman photo, showing CTA PCC streetcar 4373 on Western Avenue, while a Garfield Park "L" train crosses on Van Buren temporary trackage. The date is June 16, 1954. (Wien-Criss Archive)

PCC meets PCC in this famous Bill Hoffman photo, showing CTA PCC streetcar 4373 on Western Avenue, while a Garfield Park “L” train crosses on Van Buren temporary trackage. The date is June 16, 1954. (Wien-Criss Archive)

The "Streetcar Waiting Room" at Archer and Western on November 15, 1954. (Wien-Criss Archive)

The “Streetcar Waiting Room” at Archer and Western on November 15, 1954. (Wien-Criss Archive)

CTA 153 is northbound at Halsted and Congress on October 5, 1953. (Wien-Criss Archive)

CTA 153 is northbound at Halsted and Congress on October 5, 1953. (Wien-Criss Archive)

CTA 4227 is on the turnback loop at Clark and Howard, the north end of Route 22. This is now the outdoor seating area for a restaurant. Buses terminate at the nearby Howard "L" station. (Wien-Criss Archive)

CTA 4227 is on the turnback loop at Clark and Howard, the north end of Route 22. This is now the outdoor seating area for a restaurant. Buses terminate at the nearby Howard “L” station. (Wien-Criss Archive)

Bill Hoffman and his sister Dorothy at their home at 6622 S. Maplewood Avenue in Chicago on December 26, 1981. Two nicer people, you will never meet. Both are sadly long gone. (Wien-Criss Archive)

Bill Hoffman and his sister Dorothy at their home at 6622 S. Maplewood Avenue in Chicago on December 26, 1981. Two nicer people, you will never meet. Both are sadly long gone. (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 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)

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)

This and the following picture show DC Transit pre-PCC 1053 in June 1961. n This historic car survived for many years before being destroyed in a museum fire. (Charles L. Tauscher Photo)

This and the following picture show DC Transit pre-PCC 1053 in June 1961. n This historic car survived for many years before being destroyed in a museum fire. (Charles L. Tauscher Photo)

On June 26, 1960 a pair of CTA single-car units went out on a portion of the Lake Street "L", but apparently did not go on the ground-level portion of the route. Here, we see the train heading westbound at Clinton and Lake. (Charles L. Tauscher Photo)

On June 26, 1960 a pair of CTA single-car units went out on a portion of the Lake Street “L”, but apparently did not go on the ground-level portion of the route. Here, we see the train heading westbound at Clinton and Lake. (Charles L. Tauscher Photo)

This photo of CTA 4391 in Chinatown appears on CERA’s 2014 membership card. The only surviving Chicago postwar PCC car is now at the Illinois Railway Museum. (Photo by Charles L. Tauscher, Wien-Criss Archive)

This photo of CTA 4391 in Chinatown appears on CERA’s 2014 membership card. The only surviving Chicago postwar PCC car is now at the Illinois Railway Museum. (Photo by Charles L. Tauscher, Wien-Criss Archive)

Jeff purchased this slide in 2018. It was processed in September 1965, and shows Pittsburgh streetcars near the Edgar Thomson Steel Works in Braddock, east of Pittsburgh, along the Monongahela River. The location was a mystery until it was identified by some of our readers.

Jeff purchased this slide in 2018. It was processed in September 1965, and shows Pittsburgh streetcars near the Edgar Thomson Steel Works in Braddock, east of Pittsburgh, along the Monongahela River. The location was a mystery until it was identified by some of our readers.

Jeff bought his first Pentax MX camera at Helix in 1979, and continued using this model for the rest of his career.

Jeff bought his first Pentax MX camera at Helix in 1979, and continued using this model for the rest of his career.

Bradley Criss on March 3, 2012 at the end of the St. Charles Car Line at Carrollton and Claiborne Avenues in New Orleans. (Jeff Wien Photo, Wien-Criss Archive)

Bradley Criss on March 3, 2012 at the end of the St. Charles Car Line at Carrollton and Claiborne Avenues in New Orleans. (Jeff Wien Photo, Wien-Criss Archive)

Jeff Wien was, in large part, responsible for a fantrip on February 19, 2017, where four CTA rapid transit cars were posed at various places on the system for photo stops, wrapped to celebrate the first Cubs World Series championship since 1908. I purchased this original slide on the very day he died, with the intention of giving it to him on his upcoming 80th birthday. It is also an excellent example of the type of shot he excelled at himself-- a 3/4 view in sunlight. (Bruce C. Nelson Photo)

Jeff Wien was, in large part, responsible for a fantrip on February 19, 2017, where four CTA rapid transit cars were posed at various places on the system for photo stops, wrapped to celebrate the first Cubs World Series championship since 1908. I purchased this original slide on the very day he died, with the intention of giving it to him on his upcoming 80th birthday. It is also an excellent example of the type of shot he excelled at himself– a 3/4 view in sunlight. (Bruce C. Nelson Photo)

On September 5, 2020, Jeff made his last trip to the Illinois Railway Museum to participate in their annual meeting. Here he is with his beloved CTA 4391, the only surviving postwar Chicago streetcar. (Jose Martinez Photo)

On September 5, 2020, Jeff made his last trip to the Illinois Railway Museum to participate in their annual meeting. Here he is with his beloved CTA 4391, the only surviving postwar Chicago streetcar. (Jose Martinez Photo)

Recent Finds

Here are some of our own recent photo finds:

We are looking west along South Boulevard in Oak park on June 8, 1962, just west of Ridgeland Avenue. The CTA Lake Street "L" ran at ground level here, using overhead wire, until October of that year, when it was relocated to the nearby Chicago & North Western embankment. I assume the commuter station you see here closed in 1958 along with several other close-in stations, in part to make way for this relocation project.

We are looking west along South Boulevard in Oak park on June 8, 1962, just west of Ridgeland Avenue. The CTA Lake Street “L” ran at ground level here, using overhead wire, until October of that year, when it was relocated to the nearby Chicago & North Western embankment. I assume the commuter station you see here closed in 1958 along with several other close-in stations, in part to make way for this relocation project.

The same location today.

The same location today.

I thought this was interesting as it is an unusual view, one that you could only get by taking a picture on a moving train. This is near the Cermak station on the CTA Dan Ryan Line on May 14, 1979. A northbound train of 2000s approaches, and old Comiskey Park is visible to the south.

I thought this was interesting as it is an unusual view, one that you could only get by taking a picture on a moving train. This is near the Cermak station on the CTA Dan Ryan Line on May 14, 1979. A northbound train of 2000s approaches, and old Comiskey Park is visible to the south.

Mitch Markovitz: "Westbound (South Shore Line) train at Hammond. Has to be about 1949 as 108 has only been lengthened but not streamlined and air conditioned, and the gates are white and black but not yellow and black. The car behind it has been lengthened and streamlined."

Mitch Markovitz: “Westbound (South Shore Line) train at Hammond. Has to be about 1949 as 108 has only been lengthened but not streamlined and air conditioned, and the gates are white and black but not yellow and black. The car behind it has been lengthened and streamlined.”

CA&E 2001 and 2002 at Wayne on June 29, 1957.

CA&E 2001 and 2002 at Wayne on June 29, 1957.

CA&E 2001 and 2002 in Lombard in October 1955.

CA&E 2001 and 2002 in Lombard in October 1955.

CA&E freight locos 2001 and 2002 in Glen Ellyn in March 1959.

CA&E freight locos 2001 and 2002 in Glen Ellyn in March 1959.

A CA&E freight train in Maywood. If that is correct, I would guess this is westbound crossing First Avenue, where the Illinois Prairie Path starts today. The tracks at left belong to the Chicago Great Western. The date is April 8, 1951.

A CA&E freight train in Maywood. If that is correct, I would guess this is westbound crossing First Avenue, where the Illinois Prairie Path starts today. The tracks at left belong to the Chicago Great Western. The date is April 8, 1951.

CA&E freight locos 2001 and 2002 at an unknown location in the summer of 1957.

CA&E freight locos 2001 and 2002 at an unknown location in the summer of 1957.

CA&E freight locos 2001, 2002, and a caboose in Elgin on March 30, 1957. A passenger car is also visible.

CA&E freight locos 2001, 2002, and a caboose in Elgin on March 30, 1957. A passenger car is also visible.

CA&E freight in Oak Park on November 18, 1951, with locos 2001 and 2002. In the background, you can see apartment buildings at around 600 Harrison Street. The Eisenhower Expressway runs here now, but the buildings seen still remain.

CA&E freight in Oak Park on November 18, 1951, with locos 2001 and 2002. In the background, you can see apartment buildings at around 600 Harrison Street. The Eisenhower Expressway runs here now, but the buildings seen still remain.

The same buildings today.

The same buildings today.

CA&E freight in Lombard on November 23, 1957.

CA&E freight in Lombard on November 23, 1957.

CA&E freight in Maywood, with locos 2001 and 2002, on November 18, 1951.

CA&E freight in Maywood, with locos 2001 and 2002, on November 18, 1951.

The back end of the same train.

The back end of the same train.

A CTA train from the 5001-5004 series (not to be confused with the current 5000s) heads southbound approaching Central Street in Evanston on January 7, 1951, having just crossed the North Shore Channel, not far from where the Wien family was living.

A CTA train from the 5001-5004 series (not to be confused with the current 5000s) heads southbound approaching Central Street in Evanston on January 7, 1951, having just crossed the North Shore Channel, not far from where the Wien family was living.

I recently purchased this original medium format negative of the Travel and Transport Building, one of the most distinctive structures at A Century of Progress, the 1933-34 Chicago World's Fair.

I recently purchased this original medium format negative of the Travel and Transport Building, one of the most distinctive structures at A Century of Progress, the 1933-34 Chicago World’s Fair.

This brochure was issued by the Chicago Surface Lines a short time before the October 1, 1947 Takeover by the Chicago Transit Authority, and spells out the locations where “walking transfers” were available between various CSL routes that were not directly adjacent to each other, and included some Chicago Rapid Transit Company stations on the “L”/Subway. But notice they did not include any such transfers to the Chicago Motor Coach lines, which continued to be privately owned for another five years after this.

The former Asbury station on the Niles Center "L" branch (unused by transit since 1948), as it looked in July 1970. The picture was taken along the right of way of the CTA Skokie Swift (today's Yellow Line). The building has long since been demolished. A train in the 5001-5004 series is visible in the distance.

The former Asbury station on the Niles Center “L” branch (unused by transit since 1948), as it looked in July 1970. The picture was taken along the right of way of the CTA Skokie Swift (today’s Yellow Line). The building has long since been demolished. A train in the 5001-5004 series is visible in the distance.

This picture was taken around the time the CTA Dearborn-Milwaukee-Congress Subway opened in 1951, and shows where trains crossed over and turned back near LaSalle Street, which was the end of the line until 1958, when the Congress median line opened.

This picture was taken around the time the CTA Dearborn-Milwaukee-Congress Subway opened in 1951, and shows where trains crossed over and turned back near LaSalle Street, which was the end of the line until 1958, when the Congress median line opened.

We previously ran another version of this same image on a post in 2016, but I thought it was worth getting a second copy. This one has somewhat less contrast, so you get a better view of the platform. The original caption was: The CRT Westchester branch at Roosevelt Road, circa 1929-1930. Service along this line opened in 1926, and when the line was extended, local officials insisted that tracks not cross Roosevelt at grade, thereby necessitating this grade separation project. The platform at left was later moved into the open cut, although the original station house was retained. Service to Mannheim began in 1930. The line was abandoned in 1951. We are looking north.

We previously ran another version of this same image on a post in 2016, but I thought it was worth getting a second copy. This one has somewhat less contrast, so you get a better view of the platform. The original caption was: The CRT Westchester branch at Roosevelt Road, circa 1929-1930. Service along this line opened in 1926, and when the line was extended, local officials insisted that tracks not cross Roosevelt at grade, thereby necessitating this grade separation project. The platform at left was later moved into the open cut, although the original station house was retained. Service to Mannheim began in 1930. The line was abandoned in 1951. We are looking north.

I find this photo by Edward Frank, Jr. interesting for a number of reasons. It most likely is from before 1943, as a CRT steel car (4312) is coupled to a wood car (2157). This is along the Garfield Park line and the notation "XO" on the side probably means this train is turning back just west of the DesPlaines Avenue station in Forest Park (which would also explain why there is a cemetery visible behind the train). The platform that's visible may have been only for the use of train crews. The Eisenhower Expressway is located here now. It is unusual that Ed Frank put his name directly on the negative-- he generally rubber stamped it on the back. He was taking pictures as early as 1934.

I find this photo by Edward Frank, Jr. interesting for a number of reasons. It most likely is from before 1943, as a CRT steel car (4312) is coupled to a wood car (2157). This is along the Garfield Park line and the notation “XO” on the side probably means this train is turning back just west of the DesPlaines Avenue station in Forest Park (which would also explain why there is a cemetery visible behind the train). The platform that’s visible may have been only for the use of train crews. The Eisenhower Expressway is located here now. It is unusual that Ed Frank put his name directly on the negative– he generally rubber stamped it on the back. He was taking pictures as early as 1934.

The North Shore Line began running into Chicago via the "L" in 1919, and had phased out use of wood cars by 1936. This shows car 130 at Roosevelt Road in that time frame, signed for the Shore Line Route. During WWII, NSL leased this and some other wood cars to the Chicago Aurora & Elgin. A train of woods ran a fantrip on the North Shore Line in 1946, and then these cars were sold to the CA&E, which continued to operate them until service was cut back to Forest Park in 1954. The glare may indicate this picture was taken looking through the window of another train.

The North Shore Line began running into Chicago via the “L” in 1919, and had phased out use of wood cars by 1936. This shows car 130 at Roosevelt Road in that time frame, signed for the Shore Line Route. During WWII, NSL leased this and some other wood cars to the Chicago Aurora & Elgin. A train of woods ran a fantrip on the North Shore Line in 1946, and then these cars were sold to the CA&E, which continued to operate them until service was cut back to Forest Park in 1954. The glare may indicate this picture was taken looking through the window of another train.

A two-car CA&E train at the Wells Street Terminal. This might be car 412, built in 1923 by Pullman.

A two-car CA&E train at the Wells Street Terminal. This might be car 412, built in 1923 by Pullman.

New Steam Audio CD:

FYI, we have digitally remastered another classic steam railroad audio LP to Compact Disc. Many additional titles, including the complete output of the Railroad Record Club, in our Online Store.

misc676-001

STEAM CDs:

RGTS
Rio Grande to Silverton:
A Sound Portrait of Mountain Railroading

These are vintage 1960 narrow gauge steam train recordings, in true stereo, and originally released on LP in 1961.  It is long out of print.
Includes:
01. Riding The Train To Silverton
02. Photo Run At Elk Park
03. Arriving At Silverton
04. Train Time At La Jara
05. Illini Special At Cumbres Pass
06. Doubleheader Starting At Monero
07. Eastbound Freight
08. Arriving At Chama
09. Whistles At Coxo
10. Freight With Pusher At Coxo

Gone are the nostalgic sounds of steam echoes and thundering exhausts, but the memory is immortal. May they live on in the locomotive lexicon, as a monument to the era when trains were pulled by STEAM POWER.

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

Total time – 45:49

The Trolley Dodger On the Air
We appeared on WGN radio in Chicago in November 2018, discussing our book Building Chicago’s Subways on the Dave Plier Show. You can hear our 19-minute conversation here.

Chicago, Illinois, December 17, 1938-- Secretary Harold Ickes, left, and Mayor Edward J. Kelly turn the first spadeful of earth to start the new $40,000,000 subway project. Many thousands gathered to celebrate the starting of work on the subway.

Chicago, Illinois, December 17, 1938– Secretary Harold Ickes, left, and Mayor Edward J. Kelly turn the first spadeful of earth to start the new $40,000,000 subway project. Many thousands gathered to celebrate the starting of work on the subway.
Order Our New Book Building Chicago’s Subways

There were three subway anniversaries in 2018 in Chicago:
60 years since the West Side Subway opened (June 22, 1958)
75 years since the State Street Subway opened (October 17, 1943)
80 years since subway construction started (December 17, 1938)
To commemorate these anniversaries, we have written a new book, Building Chicago’s Subways. While the elevated Chicago Loop is justly famous as a symbol of the city, the fascinating history of its subways is less well known. The City of Chicago broke ground on what would become the “Initial System of Subways” during the Great Depression and finished 20 years later. This gigantic construction project, a part of the New Deal, would overcome many obstacles while tunneling through Chicago’s soft blue clay, under congested downtown streets, and even beneath the mighty Chicago River. Chicago’s first rapid transit subway opened in 1943 after decades of wrangling over routes, financing, and logistics. It grew to encompass the State Street, Dearborn-Milwaukee, and West Side Subways, with the latter modernizing the old Garfield Park “L” into the median of Chicago’s first expressway. Take a trip underground and see how Chicago’s “I Will” spirit overcame challenges and persevered to help with the successful building of the subways that move millions. Building Chicago’s subways was national news and a matter of considerable civic pride–making it a “Second City” no more!

Bibliographic information:
Title Building Chicago’s Subways
Images of America
Author David Sadowski
Edition illustrated
Publisher Arcadia Publishing (SC), 2018
ISBN 1467129380, 9781467129381
Length 128 pages
Chapter Titles:
01. The River Tunnels
02. The Freight Tunnels
03. Make No Little Plans
04. The State Street Subway
05. The Dearborn-Milwaukee Subway
06. Displaced
07. Death of an Interurban
08. The Last Street Railway
09. Subways and Superhighways
10. Subways Since 1960
Building Chicago’s Subways is in stock and now available for immediate shipment. Order your copy today! All copies purchased through The Trolley Dodger will be signed by the author.
The price of $23.99 includes shipping within the United States.
For Shipping to US Addresses:

For Shipping to Canada:

For Shipping Elsewhere:

Redone tile at the Monroe and Dearborn CTA Blue Line subway station, showing how an original sign was incorporated into a newer design, May 25, 2018. (David Sadowski Photo) Redone tile at the Monroe and Dearborn CTA Blue Line subway station, showing how an original sign was incorporated into a newer design, May 25, 2018. (David Sadowski Photo)
Help Support The Trolley Dodger
gh1
This is our 261st 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 714,000 page views, for which we are very grateful.
You can help us continue our original transit research by checking out the fine products in our Online Store.
As we have said before, “If you buy here, we will be here.”
We thank you for your support.
DONATIONS
In order to continue giving you the kinds of historic railroad images that you have come to expect from The Trolley Dodger, we need your help and support. It costs money to maintain this website, and to do the sort of historic research that is our specialty.
Your financial contributions help make this web site better, and are greatly appreciated.

Giving Thanks

This photo is interesting, as it shows a 6-car train of old wooden "L" cars on the CTA's temporary Garfield Park "L" trackage in Van Buren Street, possibly before service was transferred there in September 1953.

This photo is interesting, as it shows a 6-car train of old wooden “L” cars on the CTA’s temporary Garfield Park “L” trackage in Van Buren Street, possibly before service was transferred there in September 1953.

This year, in this holiday season, we give thanks for many things… among them, our health, our friends, and our family. And on behalf of this blog, I am thankful for you, our readers, for it is due to your generous support that we can continue to share these fine, old photos with you here.

Today, we have a 1959 CTA commemorative booklet, shared by Miles Beitler, plus some interesting recent finds of our own. Enjoy!

-David Sadowski

The Trolley Dodger On the Air

We were recently asked by WGN radio here in Chicago to discuss our book Building Chicago’s Subways on the Dave Plier Show. You can hear our 19-minute conversation here.

Meet the Author

FYI, I will be at Centuries and Sleuths bookstore in suburban Forest Park, Illinois from 3 to 5 pm on Saturday, November 24th, to discuss and sign copies of my new book Building Chicago’s Subways. We hope to see you there.

Centuries and Sleuths Bookstore
7419 Madison St.
Forest Park, IL 60130
(708)771-7243

1959 CTA Commemorative Brochure

Miles Beitler writes:

In 1959, a commemorative booklet was issued by the CTA as the new Congress line (referred to at the times as the “West Side Subway”) was being completed. I have had the booklet since that time.

The entire booklet is 23 pages (page 2 was omitted as it is blank), and although it features the West-Northwest route, it also covers the other CTA rail lines in operation at that time, along with bus lines, streetcar service which had just ended, Chicago transit history, and future plans for Chicago area transit. There are numerous photos as well.

Thanks!


Recent Finds

CSL 4081 and 7074 are heading northbound on Clark Street near Wacker Drive on June 13, 1947.

CSL 4081 and 7074 are heading northbound on Clark Street near Wacker Drive on June 13, 1947.

CSL 5814 is southbound on Wabash at Roosevelt Road on June 13, 1947. In the background, you can see how Roosevelt Road streetcars crossed over the Illinois Central tracks (and around Central Station) to reach the Field Museum and Soldier Field. This extension was built for the 1933-34 A Century of Progress world's fair.

CSL 5814 is southbound on Wabash at Roosevelt Road on June 13, 1947. In the background, you can see how Roosevelt Road streetcars crossed over the Illinois Central tracks (and around Central Station) to reach the Field Museum and Soldier Field. This extension was built for the 1933-34 A Century of Progress world’s fair.

CSL 5960 is westbound on Grand Avenue at Wabash on August 21, 1947.

CSL 5960 is westbound on Grand Avenue at Wabash on August 21, 1947.

CSL 5395 is westbound on 6rd Street at the Illinois Central underpass, east of Dorchester, on June 13, 1947. The "L" has since been cut back to a point west of here at Cottage Grove. Its eventual destination will be Oak Park Avenue.

CSL 5395 is westbound on 6rd Street at the Illinois Central underpass, east of Dorchester, on June 13, 1947. The “L” has since been cut back to a point west of here at Cottage Grove. Its eventual destination will be Oak Park Avenue.

Philadelphia Transportation Company Birney car #1, signed for a fantrip sponsored by the Philadelphia chapter of the National Railway Historical Society.

Philadelphia Transportation Company Birney car #1, signed for a fantrip sponsored by the Philadelphia chapter of the National Railway Historical Society.

Philadelphia Suburban Transportation Company (aka Red Arrow Lines) "Master Unit" car 83 is at the end of the line in West Chester, PA. Service on this interurban was replaced by bus in 1954, to facilitate the widening of West Chester Pike.

Philadelphia Suburban Transportation Company (aka Red Arrow Lines) “Master Unit” car 83 is at the end of the line in West Chester, PA. Service on this interurban was replaced by bus in 1954, to facilitate the widening of West Chester Pike.

Red Arrow cars 82 and 80 are on the West Chester line, at a passing siding. This interurban was mostly single track, operating alongside West Chester Pike.

Red Arrow cars 82 and 80 are on the West Chester line, at a passing siding. This interurban was mostly single track, operating alongside West Chester Pike.

Red Arrow car 78, built by Brill in 1932, is at Newtown Siding in Newtown Square, PA on May 30, 1949 (on the West Chester route).

Red Arrow car 78, built by Brill in 1932, is at Newtown Siding in Newtown Square, PA on May 30, 1949 (on the West Chester route).

Red Arrow car 22, a double-ended 1949 product of St. Louis Car Company, is presumably at the west end of the Media interurban line. These cars, which closely resemble PCCs, are not classified as such as they used standard interurban undergear.

Red Arrow car 22, a double-ended 1949 product of St. Louis Car Company, is presumably at the west end of the Media interurban line. These cars, which closely resemble PCCs, are not classified as such as they used standard interurban undergear.

CTA gate cars and Met cars are on display at Laramie Yard in this August 1948 view (on the Garfield Park "L").

CTA gate cars and Met cars are on display at Laramie Yard in this August 1948 view (on the Garfield Park “L”).

North Shore Line 715 is on the Mundelein branch in July 1950.

North Shore Line 715 is on the Mundelein branch in July 1950.

On August 17, 1966, Pittsburgh Railways PCC 1542 is on Route 71 - Highland Park. (Richard S. Short Photo)

On August 17, 1966, Pittsburgh Railways PCC 1542 is on Route 71 – Highland Park. (Richard S. Short Photo)

Chicago Rapid Transit Company 2731 is at Laramie Yard (on the Garfield Park "L") in September 1936.

Chicago Rapid Transit Company 2731 is at Laramie Yard (on the Garfield Park “L”) in September 1936.

CRT 2881 is at Gunderson Avenue (in suburban Oak Park), one of the ground-level stations on the Garfield Park "L", on September 19, 1934. This location is now the site of I-290, the Eisenhower Expressway.

CRT 2881 is at Gunderson Avenue (in suburban Oak Park), one of the ground-level stations on the Garfield Park “L”, on September 19, 1934. This location is now the site of I-290, the Eisenhower Expressway.

CTA 3164 is at the Hamlin station on the Lake Street "L" in August 1948.

CTA 3164 is at the Hamlin station on the Lake Street “L” in August 1948.

CA&E 421 is at Wheaton Yard in September 1936.

CA&E 421 is at Wheaton Yard in September 1936.

Don's Rail Photos says CA&E express motor 5 "was built by Cincinnati Car in 1921 to replace 1st 5 which was built by American Car in 1909 and wrecked in 1920. It was retired in 1953." Here, we see it in Wheaton in August 1948.

Don’s Rail Photos says CA&E express motor 5 “was built by Cincinnati Car in 1921 to replace 1st 5 which was built by American Car in 1909 and wrecked in 1920. It was retired in 1953.” Here, we see it in Wheaton in August 1948.

CTA PCC 4390 is presumably northbound at 95th Street, heading towards Broadway and Devon on Route 36 in August 1955. (Roy W. Bruce Photo)

CTA PCC 4390 is presumably northbound at 95th Street, heading towards Broadway and Devon on Route 36 in August 1955. (Roy W. Bruce Photo)

Building Chicago's Subways is dedicated to the late Charlie Petzold. His widow Beverly sent us this newspaper clipping, showing him with various family members in 1984, when the "L" was extended to O'Hare airport.

Building Chicago’s Subways is dedicated to the late Charlie Petzold. His widow Beverly sent us this newspaper clipping, showing him with various family members in 1984, when the “L” was extended to O’Hare airport.

An early 1900s view of Chicago's Union Stock Yards. The Stock Yards "L" branch can be seen at left. It closed in 1957.

An early 1900s view of Chicago’s Union Stock Yards. The Stock Yards “L” branch can be seen at left. It closed in 1957.

CTA 6565 is eastbound on the Congress rapid transit line at Morgan on July 16, 1971.

CTA 6565 is eastbound on the Congress rapid transit line at Morgan on July 16, 1971.

A train of CTA 6000s waits for the signal to leave the terminal at Lawrence and Kimball on April 21, 1965. The Ravenswood "L" is now the Brown Line.

A train of CTA 6000s waits for the signal to leave the terminal at Lawrence and Kimball on April 21, 1965. The Ravenswood “L” is now the Brown Line.

CTA prewar PCC 4023 is northbound on Route 4 - Cottage Grove circa 1952-55, having just crossed under the Illinois Central tracks.

CTA prewar PCC 4023 is northbound on Route 4 – Cottage Grove circa 1952-55, having just crossed under the Illinois Central tracks.

CTA 4054 is on private right-of-way on the south end of the Cottage Grove line, running parallel to the Illinois Central Electric suburban service.

CTA 4054 is on private right-of-way on the south end of the Cottage Grove line, running parallel to the Illinois Central Electric suburban service.

The date on this slide mount is March 1964. If so, this two-car train on the CTA Skokie Swift must be a test train, prior to the beginning of regular service in April.

The date on this slide mount is March 1964. If so, this two-car train on the CTA Skokie Swift must be a test train, prior to the beginning of regular service in April.

CTA "Peter Witt" car 6287 is on the Cottage Grove private right-of-way on June 10, 1951.

CTA “Peter Witt” car 6287 is on the Cottage Grove private right-of-way on June 10, 1951.

North Shore Line freight motor 456 is running on battery power on a siding, as there are no overhead wires present.

North Shore Line freight motor 456 is running on battery power on a siding, as there are no overhead wires present.

On June 27, 1964, a two-car train of CTA 4000s is inbound running local service at Isabella. This station closed in the early 1970s and was quickly removed.

On June 27, 1964, a two-car train of CTA 4000s is inbound running local service at Isabella. This station closed in the early 1970s and was quickly removed.

CTA red Pullman 238 is on Kedzie Avenue on a snowy January 17, 1951.

CTA red Pullman 238 is on Kedzie Avenue on a snowy January 17, 1951.

CTA PCC 4405 is southbound on Western Avenue on August 5, 1949.

CTA PCC 4405 is southbound on Western Avenue on August 5, 1949.

CTA 6205, a one-man car, is on 87th Street in April 1951.

CTA 6205, a one-man car, is on 87th Street in April 1951.

CTA 6203, another one-man car, is on the 93rd Street line in March 1951.

CTA 6203, another one-man car, is on the 93rd Street line in March 1951.

Since CTA 4406 is on a charter, this is most likely the fantrip that took place on October 21, 1956.

Since CTA 4406 is on a charter, this is most likely the fantrip that took place on October 21, 1956.

MBTA (Boston) double-end PCC 3335 (ex-Dallas) is at Milton on the Ashmont-Mattapan line in the 1960s (Photo by Frederick F. Marder)

MBTA (Boston) double-end PCC 3335 (ex-Dallas) is at Milton on the Ashmont-Mattapan line in the 1960s (Photo by Frederick F. Marder)

This photo is interesting, as it shows a 6-car train of old wooden "L" cars on the CTA's temporary Garfield Park "L" trackage in Van Buren Street, possibly before service was transferred there in September 1953.

This photo is interesting, as it shows a 6-car train of old wooden “L” cars on the CTA’s temporary Garfield Park “L” trackage in Van Buren Street, possibly before service was transferred there in September 1953.

Order Our New Book Building Chicago’s Subways

There are three subway anniversaries this year in Chicago:
60 years since the West Side Subway opened (June 22, 1958)
75 years since the State Street Subway opened (October 17, 1943)
80 years since subway construction started (December 17, 1938)

To commemorate these anniversaries, we have written a new book, Building Chicago’s Subways.

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

Bibliographic information:

Title Building Chicago’s Subways
Images of America
Author David Sadowski
Edition illustrated
Publisher Arcadia Publishing (SC), 2018
ISBN 1467129380, 9781467129381
Length 128 pages

Chapter Titles:
01. The River Tunnels
02. The Freight Tunnels
03. Make No Little Plans
04. The State Street Subway
05. The Dearborn-Milwaukee Subway
06. Displaced
07. Death of an Interurban
08. The Last Street Railway
09. Subways and Superhighways
10. Subways Since 1960

Building Chicago’s Subways is in stock and now available for immediate shipment. Order your copy today! All copies purchased through The Trolley Dodger will be signed by the author.

The price of $23.99 includes shipping within the United States.

For Shipping to US Addresses:

For Shipping to Canada:

For Shipping Elsewhere:

Redone tile at the Monroe and Dearborn CTA Blue Line subway station, showing how an original sign was incorporated into a newer design, May 25, 2018. (David Sadowski Photo)

Redone tile at the Monroe and Dearborn CTA Blue Line subway station, showing how an original sign was incorporated into a newer design, May 25, 2018. (David Sadowski Photo)

Help Support The Trolley Dodger

gh1

This is our 223rd 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 464,000 page views, for which we are very grateful.

You can help us continue our original transit research by checking out the fine products in our Online Store.

As we have said before, “If you buy here, we will be here.”

We thank you for your support.

DONATIONS

In order to continue giving you the kinds of historic railroad images that you have come to expect from The Trolley Dodger, we need your help and support. It costs money to maintain this website, and to do the sort of historic research that is our specialty.

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

From the Collections of Bill Shapotkin

On August 13, 1971 Chicago Rock Island & Pacific #303 and 125 are backing into Blue Island (Burr Oak) yard. Bill Shapotkin adds, "The train is a ROCK Mainline Suburban train (if it had operated via Beverly, it would be west of the depot (to left)."

On August 13, 1971 Chicago Rock Island & Pacific #303 and 125 are backing into Blue Island (Burr Oak) yard. Bill Shapotkin adds, “The train is a ROCK Mainline Suburban train (if it had operated via Beverly, it would be west of the depot (to left).”

Today, we feature more classic photos of buses, trolleys, and trains, courtesy of Bill Shapotkin, long a friend of this blog. Mr. Shapotkin should be well-known to many of you from his longtime activities as a transit historian, author, and the many informative programs he has given over the years.

Today’s sampling from the Shapotkin Collection includes some rare pictures of Chicago & North Western RDCs (Budd Rail Diesel Cars), which were self-propelled and ran in Chicago area commuter train service for a short period of time in the 1950s. They replaced steam-powered trains and were in turn replaced by the familiar push-pull diesel bi-levels still in use today.

In addition, there are several pictures of Grand Central Station, a Chicago landmark in use between 1890 and 1969, which was torn down in 1971. We have some interesting correspondence, plus some new images of our own.

Enjoy!

-David Sadowski

PS- We have done our part to make these old images look as good as they possibly can. The C&NW RDC pictures were all shot around 1956 on early Ektachrome film, whose dyes turned out to be unstable and quickly shifted to red. (Technically, the red layer was relatively stable, while the green and blue layers faded.)

It used to be some people thought these sorts of images were only suitable for use as black-and-whites. But with modern technology, it is possible, to some extent, to bring back the original colors. This was easier to do on some than others, but the results look much better than you might expect. If you have ever seen one of these early red Ektachromes, you will know what I mean. Modern films are much more stable and resistant to dye fading.

I would be remiss without mentioning Bill has been involved for many years with the annual Hoosier Traction meet, which takes place in September:

It is that time of year again — the 35th annual gathering of the Hoosier Traction Meet is being held Fri-Sat, Sept 7-8 in Indianapolis, IN. The meet includes two full days of interesting presentations on a variety of subjects, as well as our “Exhibition Room” of vendors — with everything from transfers to track charts available. Book now and you can join us for just $25.00 ($40.00 at the door). We recommend that once you book hotel accommodations as early as possible, as there is an event scheduled at the Indianapolis Motor Speedway that same weekend. By calling the number of the Waterfront Inn (where our event is being held), by mentioning that you are with the Hoosier Traction Meet, you should be able to register at our group rate.

For those of you would are unable to attend both days, we have a special “Saturday Only” rate of just $15.00 ($25.00 at the door). As many of our Friday presentations are repeated on Saturday, you will be able to partake of a wide variety of subjects and presenters.

We hope you are able to join us for what many consider to be THE electric railway gathering in the country…see you there!

Thanking you in advance,

Bill Shapotkin

The Milwaukee Road's Elgin terminal in August 1970. Bill Shapotkin adds, "The MILW depot in Elgin was built 1948. It is the second depot constructed at the same site. View looks south from Chicago St."

The Milwaukee Road’s Elgin terminal in August 1970. Bill Shapotkin adds, “The MILW depot in Elgin was built 1948. It is the second depot constructed at the same site. View looks south from Chicago St.”

Chicago & Milwaukee Electric 354, built in 1928 by the St. Louis Car Company, is seen at the Illinois Railway Museum in May 1977. It ran in Milwaukee and Waukegan as a North Shore Line city streetcar.

Chicago & Milwaukee Electric 354, built in 1928 by the St. Louis Car Company, is seen at the Illinois Railway Museum in May 1977. It ran in Milwaukee and Waukegan as a North Shore Line city streetcar.

The Chessie Steam Special in Wellsboro, IN on June 17, 1978.

The Chessie Steam Special in Wellsboro, IN on June 17, 1978.

The Chessie Steam Special in Wellsboro, IN on June 17, 1978.

The Chessie Steam Special in Wellsboro, IN on June 17, 1978.

The Chessie Steam Special in Wellsboro, IN on June 17, 1978.

The Chessie Steam Special in Wellsboro, IN on June 17, 1978.

The Chessie Steam Special in Wellsboro, IN on June 17, 1978.

The Chessie Steam Special in Wellsboro, IN on June 17, 1978.

The Chessie Steam Special in Peru, IN on June 17, 1978.

The Chessie Steam Special in Peru, IN on June 17, 1978.

The Chessie Steam Special in Wellsboro, IN on June 17, 1978.

The Chessie Steam Special in Wellsboro, IN on June 17, 1978.

Minneapolis & St. Louis "doodlebug" GE 29, was used as a railway post office (RPO). According to http://www.rrpicturearchives.net/, " Number GE-29 was built in 1931, body by Saint Louis Car Company (c/n 1550), the power plant was 400 horsepower EMC Winton Model 148 gasoline engine (c/n 491) coupled to GE electrical gear. I don't know who is responsible for the boxy structure on the roof but it's likely the cooling system for the prime mover. This unit went by the name 'Montgomery' (painted above the rear truck) and was repowered in August 1950 with a Caterpillar 400 horsepower Model D diesel."

Minneapolis & St. Louis “doodlebug” GE 29, was used as a railway post office (RPO). According to http://www.rrpicturearchives.net/, ” Number GE-29 was built in 1931, body by Saint Louis Car Company (c/n 1550), the power plant was 400 horsepower EMC Winton Model 148 gasoline engine (c/n 491) coupled to GE electrical gear. I don’t know who is responsible for the boxy structure on the roof but it’s likely the cooling system for the prime mover. This unit went by the name ‘Montgomery’ (painted above the rear truck) and was repowered in August 1950 with a Caterpillar 400 horsepower Model D diesel.”

CTA bus 4606 is at the Roosevelt/Monitor Loop in October 1992 (same one used by trackless trolleys a few years earlier). The view looks E-N/E (toward Monitor Avenue). I don't know much about the GM Fishbowl next to it, however.

CTA bus 4606 is at the Roosevelt/Monitor Loop in October 1992 (same one used by trackless trolleys a few years earlier). The view looks E-N/E (toward Monitor Avenue). I don’t know much about the GM Fishbowl next to it, however.

A Milwaukee Road dome car near Union Station in Chicago.

A Milwaukee Road dome car near Union Station in Chicago.

Milwaukee Road equipment in downtown Chicago.

Milwaukee Road equipment in downtown Chicago.

Pace buses in Elgin, June 2003.

Pace buses in Elgin, June 2003.

A westbound NYC passenger train as it approaches LaSalle Street Station in November 1963. At right is the CRI&P's coach yard. The view looks south from the Roosevelt Road bridge. (John Szwajkart Photo)

A westbound NYC passenger train as it approaches LaSalle Street Station in November 1963. At right is the CRI&P’s coach yard. The view looks south from the Roosevelt Road bridge. (John Szwajkart Photo)

Chicago, IL. NYC loco #7300 is seen as it passes the CRI&P coachyard. The view looks south from the Roosevelt Road bridge in November 1963. (John Szwajkart Photo)

Chicago, IL. NYC loco #7300 is seen as it passes the CRI&P coachyard. The view looks south from the Roosevelt Road bridge in November 1963. (John Szwajkart Photo)

Metra Milwaukee District loco 124 is pushing an eastbound train towards Union Station in Chicago. The view looks east from DesPlaines Street. August 1995. (Dan Munson Photo)

Metra Milwaukee District loco 124 is pushing an eastbound train towards Union Station in Chicago. The view looks east from DesPlaines Street. August 1995. (Dan Munson Photo)

Loco 604 leads a northbound (timetable: westbound) Metra/Milwaukee District passenger train out of Union Station in Chicago. The view looks south-southwest off the Lake Street bridge over the south branch of the Chicago River. July 19, 1990. (Dan Munson Photo)

Loco 604 leads a northbound (timetable: westbound) Metra/Milwaukee District passenger train out of Union Station in Chicago. The view looks south-southwest off the Lake Street bridge over the south branch of the Chicago River. July 19, 1990. (Dan Munson Photo)

Control cab 3244 brings up the reat of a westbound Metra/Rock Island train at Joliet Union Station. The view looks west in December 1990. (Paul D. Schneider Photo)

Control cab 3244 brings up the reat of a westbound Metra/Rock Island train at Joliet Union Station. The view looks west in December 1990. (Paul D. Schneider Photo)

Joliet, IL: Loco 163 is seen pushing an eastbound Metra/Rock Island suburban train across the ATSF/IC (ex-ICG, former GM&O, nee C&A) diamonds at Union Station. The view looks south in December 1990. (Paul D. Schneider Photo)

Joliet, IL: Loco 163 is seen pushing an eastbound Metra/Rock Island suburban train across the ATSF/IC (ex-ICG, former GM&O, nee C&A) diamonds at Union Station. The view looks south in December 1990. (Paul D. Schneider Photo)

The imposing clock tower of Grand Central Station, in operation from 1890 to 1969. Located at the southwest corner of Wells and Harrison, it was demolished in 1971. This view looks northwest. (Ron Peisker Photo)

The imposing clock tower of Grand Central Station, in operation from 1890 to 1969. Located at the southwest corner of Wells and Harrison, it was demolished in 1971. This view looks northwest. (Ron Peisker Photo)

The Wells Street side of Grand Central Station in Chicago. The view looks north along Wells Street in the 1960s. (Ron Peisker Photo)

The Wells Street side of Grand Central Station in Chicago. The view looks north along Wells Street in the 1960s. (Ron Peisker Photo)

In the 1960s, and auto is parked on Wells Street in front of Grand Central Station. The view looks to the west-northwest across Wells Street. (Ron Peisker Photo)

In the 1960s, and auto is parked on Wells Street in front of Grand Central Station. The view looks to the west-northwest across Wells Street. (Ron Peisker Photo)

Looking west from the clock tower at Grand Central Station in the 1960s. Through these windows are various railroad offices. The building at left in the background is the CGW freight house. (Ron Peisker Photo)

Looking west from the clock tower at Grand Central Station in the 1960s. Through these windows are various railroad offices. The building at left in the background is the CGW freight house. (Ron Peisker Photo)

Grand Central Station, Chicago is viewed from the west side of Franklin Street from a point north of Harrison Street. The view looks southwest. (Ron Peisker Photo)

Grand Central Station, Chicago is viewed from the west side of Franklin Street from a point north of Harrison Street. The view looks southwest. (Ron Peisker Photo)

Looking north on Holden Court in March 2000, under the South Side "L", we are looking north under the St. Charles Air Line bridge. (William Shapotkin Photo)

Looking north on Holden Court in March 2000, under the South Side “L”, we are looking north under the St. Charles Air Line bridge. (William Shapotkin Photo)

A westbound B&O freight train prepares to cross the IHB at the Illinois/Indiana state line. The view looks east in September 1959. (John Szwajkart Photo)

A westbound B&O freight train prepares to cross the IHB at the Illinois/Indiana state line. The view looks east in September 1959. (John Szwajkart Photo)

This is 91st St Tower in November 1949 -- protecting the PRR/ROCK Xing on the ROCK's Suburban (now Beverly) Branch. The tracks heading off to the upper right are the ROCK. Tracks heading off to the upper left are the PRR.

This is 91st St Tower in November 1949 — protecting the PRR/ROCK Xing on the ROCK’s Suburban (now Beverly) Branch. The tracks heading off to the upper right are the ROCK. Tracks heading off to the upper left are the PRR.

This billboard, advertising SouthShore Freight, is located west of Indianapolis Boulevard north of the Indiana Toll Road in East Chicago, IN. The view looks west. June 28, 2018. (William Shapotkin Photo)

This billboard, advertising SouthShore Freight, is located west of Indianapolis Boulevard north of the Indiana Toll Road in East Chicago, IN. The view looks west. June 28, 2018. (William Shapotkin Photo)

C&NW cab-coach 152 in Chicago, north of the Clinton Street Tower on August 2, 1978.

C&NW cab-coach 152 in Chicago, north of the Clinton Street Tower on August 2, 1978.

An eastbound C&NW train is passing under the CGW bridge on July 9, 1968. Bill Shapotkin adds, "This photo was taken in Lombard east of Grace St. Today, a Great Western Trail x/o over the UP (C&NW) at the same location. View looks west."

An eastbound C&NW train is passing under the CGW bridge on July 9, 1968. Bill Shapotkin adds, “This photo was taken in Lombard east of Grace St. Today, a Great Western Trail x/o over the UP (C&NW) at the same location. View looks west.”

C&NW cab car 254 at Davis Street in Evanston on July 18, 1976.

C&NW cab car 254 at Davis Street in Evanston on July 18, 1976.

C&NW GP7 is at an unknown location, on a morning train running between Milwaukee and Madison, Wisconsin in March 1954. Bill Shapotkin: "This location is West Allis, WI just west of Belden Tower (the freight line to Butler is in background). View looks N/E."

C&NW GP7 is at an unknown location, on a morning train running between Milwaukee and Madison, Wisconsin in March 1954. Bill Shapotkin: “This location is West Allis, WI just west of Belden Tower (the freight line to Butler is in background). View looks N/E.”

C&NW KO Tower in Lake Bluff, IL on May 5, 1977.

C&NW KO Tower in Lake Bluff, IL on May 5, 1977.

C&NW 1653 at Kenmore station, Chicago.

C&NW 1653 at Kenmore station, Chicago.

The C&NW commuter stop in Zion, July 30, 1966.

The C&NW commuter stop in Zion, July 30, 1966.

The C&NW commuter stop in Zion, July 30, 1966.

The C&NW commuter stop in Zion, July 30, 1966.

The C&NW commuter stop in Zion, July 30, 1966.

The C&NW commuter stop in Zion, July 30, 1966.

The C&NW commuter stop in Zion, July 30, 1966.

The C&NW commuter stop in Zion, July 30, 1966.

The C&NW commuter stop in Zion, July 30, 1966.

The C&NW commuter stop in Zion, July 30, 1966.

The C&NW commuter stop in Zion, July 30, 1966.

The C&NW commuter stop in Zion, July 30, 1966.

C&NW RDC cars in Park Ridge, IL.

C&NW RDC cars in Park Ridge, IL.

C&NW RDC cars southbound departing Kenmore station (Granville Avenue) in Chicago.

C&NW RDC cars southbound departing Kenmore station (Granville Avenue) in Chicago.

C&NW 1531 in Kenmore station, Chicago in May 1956.

C&NW 1531 in Kenmore station, Chicago in May 1956.

C&NW RDC cars, southbound at Kenmore station, Chicago, 1956.

C&NW RDC cars, southbound at Kenmore station, Chicago, 1956.

C&NW RDC cars in Waukegan, IL.

C&NW RDC cars in Waukegan, IL.

C&NW RDC car 9933 just north of Thome Avenue in August 1956.

C&NW RDC car 9933 just north of Thome Avenue in August 1956.

Chicago Surface Lines 6213. Tony Waller adds, "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."

Chicago Surface Lines 6213. Tony Waller adds, “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.”

CTA 6213 at 95th and State in 1949.

CTA 6213 at 95th and State in 1949.

CSL 6212 on Route 93 near Blackstone, west of Stony Island on August 13, 1947.

CSL 6212 on Route 93 near Blackstone, west of Stony Island on August 13, 1947.

Here, we are looking north (from 31st Street) under the South Side "L" mainline. Note supports at left - that portion of the structure dates back to 1892. The pillars and structure at right was added when a third main (express) track was added. June 28, 2018. (William Shapotkin Photo)

Here, we are looking north (from 31st Street) under the South Side “L” mainline. Note supports at left – that portion of the structure dates back to 1892. The pillars and structure at right was added when a third main (express) track was added. June 28, 2018. (William Shapotkin Photo)

A southbound Englewood train approaches 31st Street on the South Side "L" main line. The view looks north from 31st Street. June 28, 2018. (William Shapotkin Photo)

A southbound Englewood train approaches 31st Street on the South Side “L” main line. The view looks north from 31st Street. June 28, 2018. (William Shapotkin Photo)

A southbound CTA Englewood train has just crossed over 31st Street on the South Side "L" main line. The view looks south across 31st. June 28, 2018. (William Shapotkin Photo)

A southbound CTA Englewood train has just crossed over 31st Street on the South Side “L” main line. The view looks south across 31st. June 28, 2018. (William Shapotkin Photo)

A southbound CTA Englewood train has just crossed over 31st Street on the South Side "L" main line. The view looks south across 31st. June 28, 2018. (William Shapotkin Photo)

A southbound CTA Englewood train has just crossed over 31st Street on the South Side “L” main line. The view looks south across 31st. June 28, 2018. (William Shapotkin Photo)

A southbound CTA Jackson Park train makes its stop at the 35th Street "L" station. The view looks north. June 28, 2018. (William Shapotkin Photo)

A southbound CTA Jackson Park train makes its stop at the 35th Street “L” station. The view looks north. June 28, 2018. (William Shapotkin Photo)

A westbound Metra train in Blue Island on June 26, 1992. (R. Bullermann Photo)

A westbound Metra train in Blue Island on June 26, 1992. (R. Bullermann Photo)

Metra loco #104 is seen heading a westbound Metra/Milwaukee District suburban train out from Union Station in August 1995. The view looks east from DesPlaines Street. (Dan Munson Photo)

Metra loco #104 is seen heading a westbound Metra/Milwaukee District suburban train out from Union Station in August 1995. The view looks east from DesPlaines Street. (Dan Munson Photo)

A 7900-series CTA bus, working a westbound trip on Route 31 - 31st, is westbound in 31st Street approaching the South Side "L" main line. The view looks east. June 28, 2018. (William Shapotkin Photo)

A 7900-series CTA bus, working a westbound trip on Route 31 – 31st, is westbound in 31st Street approaching the South Side “L” main line. The view looks east. June 28, 2018. (William Shapotkin Photo)

A 7900-series CTA bus, working a westbound trip on Route 31 - 31st, is westbound in 31st Street approaching the South Side "L" main line. The view looks east. June 28, 2018. (William Shapotkin Photo)

A 7900-series CTA bus, working a westbound trip on Route 31 – 31st, is westbound in 31st Street approaching the South Side “L” main line. The view looks east. June 28, 2018. (William Shapotkin Photo)

CTA bus 1158, working an eastbound trip on Route 103 - West 103rd, is eastbound in 103rd Street, approaching the Metra Rock Island tracks at Hale Avenue. The view looks west. June 28, 2018. (William Shapotkin Photo)

CTA bus 1158, working an eastbound trip on Route 103 – West 103rd, is eastbound in 103rd Street, approaching the Metra Rock Island tracks at Hale Avenue. The view looks west. June 28, 2018. (William Shapotkin Photo)

CTA bus 1158, working an eastbound trip on Route 103 - West 103rd, is eastbound in 103rd Street, makes a stop before crossing over the Metra Rock Island tracks at Hale Avenue. The view looks west. June 28, 2018. (William Shapotkin Photo)

CTA bus 1158, working an eastbound trip on Route 103 – West 103rd, is eastbound in 103rd Street, makes a stop before crossing over the Metra Rock Island tracks at Hale Avenue. The view looks west. June 28, 2018. (William Shapotkin Photo)

CTA bus 1158, working an eastbound trip on Route 103 - West 103rd, is eastbound in 103rd Street, crossing over the Metra Rock Island tracks at Hale Avenue. The view looks west. June 28, 2018. (William Shapotkin Photo)

CTA bus 1158, working an eastbound trip on Route 103 – West 103rd, is eastbound in 103rd Street, crossing over the Metra Rock Island tracks at Hale Avenue. The view looks west. June 28, 2018. (William Shapotkin Photo)

CTA bus 1158, working an eastbound trip on Route 103 - West 103rd, is eastbound in 103rd Street, having just crossed over the Metra Rock Island tracks at Hale Avenue. The view looks east. June 28, 2018. (William Shapotkin Photo)

CTA bus 1158, working an eastbound trip on Route 103 – West 103rd, is eastbound in 103rd Street, having just crossed over the Metra Rock Island tracks at Hale Avenue. The view looks east. June 28, 2018. (William Shapotkin Photo)

CTA bus 1094, working a westbound trip on Route 103 - West 103rd, is westbound in 103rd Street at Hale Avenue and the Metra Rock Island tracks. View looks northeast. June 28, 2018. (William Shapotkin Photo)

CTA bus 1094, working a westbound trip on Route 103 – West 103rd, is westbound in 103rd Street at Hale Avenue and the Metra Rock Island tracks. View looks northeast. June 28, 2018. (William Shapotkin Photo)

CTA bus 1094, working a westbound trip on Route 103 - West 103rd, is westbound in 103rd Street, having just crossed over Hale Avenue and Metra Rock Island tracks. The view looks northwest. June 8, 2018. (William Shapotkin Photo)

CTA bus 1094, working a westbound trip on Route 103 – West 103rd, is westbound in 103rd Street, having just crossed over Hale Avenue and Metra Rock Island tracks. The view looks northwest. June 8, 2018. (William Shapotkin Photo)

My Metra title slide... nice, eh? December 1990. (Paul D. Schneider Photo)

My Metra title slide… nice, eh? December 1990. (Paul D. Schneider Photo)

A close-up of Metra 126 and its brethren in December 1990. (Paul D. Schneider Photo)

A close-up of Metra 126 and its brethren in December 1990. (Paul D. Schneider Photo)

Recent Site Additions

This picture was added to our recent post The Magic of Jack Bejna (August 4, 2018):

Don's Rail Photos says, (North Shore Line) "213 was built by Cincinnati in March 1920, #2445, as a merchandise despatch car. In 1940 it was rebuilt as a disc harrow ice cutter. It was retired in 1955 and sold to CHF as their 242. It was donated to Illinois Railway Museum in 1964." Here, we see the car at the Chicago Hardware Foundry Company in February 1960. This was also then the location of the Illinois Electric Railway Museum.

Don’s Rail Photos says, (North Shore Line) “213 was built by Cincinnati in March 1920, #2445, as a merchandise despatch car. In 1940 it was rebuilt as a disc harrow ice cutter. It was retired in 1955 and sold to CHF as their 242. It was donated to Illinois Railway Museum in 1964.” Here, we see the car at the Chicago Hardware Foundry Company in February 1960. This was also then the location of the Illinois Electric Railway Museum.

Chicago Streetcar Tracks Exposed

Exposed streetcar tracks are a rare sight in Chicago nowadays. We recently took some pictures of some on Western Avenue under a viaduct just north of 18th Street, in the northbound lane.

-David Sadowski

While we were in the neighborhood, we took this picture of an inbound CTA Orange Line train on Archer:

Recent Finds

CTA 2029-2030 on the turnaround loop at the DesPlaines Avenue terminal in October 1964. We are looking west. Here, you can see the close proximity of the Chicago Great Western tracks to the right. These have since been removed, and the area turned into a bike path connecting with the Illinois Prairie Path at First Avenue in Maywood.

CTA 2029-2030 on the turnaround loop at the DesPlaines Avenue terminal in October 1964. We are looking west. Here, you can see the close proximity of the Chicago Great Western tracks to the right. These have since been removed, and the area turned into a bike path connecting with the Illinois Prairie Path at First Avenue in Maywood.

On July 12, 1955 we see Pittsburgh Railways car 4398 at the Drake Loop. It is signed for the Washington interurban, which continued for several miles from here until interurban service was cut back a few years before this picture was taken. Don's Rail Photos adds, "4398 was built by St. Louis Car Co. in 1916." This car was retired in 1956 and has been at the Pennsylvania Trolley Museum in (fittingly) Washington, PA ever since. Service to the Drake Loop ended in 1999, when the last PCC streetcars were retired. In its last few years, it had operated as a shuttle. You can read more about the final days of the Drake Loop here. (C. Foreman Photo)

On July 12, 1955 we see Pittsburgh Railways car 4398 at the Drake Loop. It is signed for the Washington interurban, which continued for several miles from here until interurban service was cut back a few years before this picture was taken. Don’s Rail Photos adds, “4398 was built by St. Louis Car Co. in 1916.” This car was retired in 1956 and has been at the Pennsylvania Trolley Museum in (fittingly) Washington, PA ever since. Service to the Drake Loop ended in 1999, when the last PCC streetcars were retired. In its last few years, it had operated as a shuttle. You can read more about the final days of the Drake Loop here. (C. Foreman Photo)

We recently acquired this World War II-era brochure promoting the Chicago Aurora & Elgin interurban’s services as a way to get around in spite of wartime gasoline rationing and tire shortages:

Here is an article about the new Chicago Subway, from the May 1943 issue of Trains magazine. (For information about our new book Building Chicago’s Subways, see the end of this post).

Recent Correspondence

Mark Batterson
writes:

We recently purchased the Navy Yard Car Barn, built in 1891 by the Washington and Georgetown Railroad Company. It was one of four streetcar barns in DC. We’d like to celebrate the history of streetcars in our buildout of the space. I know you’ve got some amazing images in your collection. Is there a way to purchase some of those? We’re also trying to purchase an old DC streetcar. Thought I’d ask if you know where we might be able to find one?

Thanks so much for your time and consideration.

Thanks for writing.

FYI, there is a web page that lists the current whereabouts (as of 2014) of all surviving DC trolley cars:

http://www.bera.org/cgi-bin/pnaerc-query.pl?sel_allown=DC+Transit&match_target=&Tech=Yes&pagelen=200

After the DC system quit in 1963, some PCC cars were shipped overseas and others were heavily modified for use in the Tandy Subway operation, which no longer exists. The bulk of remaining equipment is in museums.

Unfortunately, there were a few DC streetcars that were preserved at first, but were later destroyed. These include the Silver Sightseer PCC and pre-PCC car 1053.

We can offer prints from some of the images on this site, but not others… only the ones we own the rights to. We specialize in the Chicago area, and as a result, do not have that many DC images. But perhaps some of our readers can point you in the right direction for those. (If anyone reads this and can help, write to me and I can put you in touch with Mr. Batterson.

-David Sadowski

Chicago Rapid Transit Company Door Controls

A picture appeared in our last post The Magic of Jack Bejna that has stirred up some correspondence:

This three-car train of Chicago Transit Authority 4000-series "L" cars is signed as a Howard Street Express in June 1949. (L. L. Bonney Photo) Our resident south side expert M. E. adds, "Methinks this photo was taken looking west at the Indiana Av. (at 40th St.) station. Because the train destination sign says Howard Express, the location has to be on the main north/south line. (Plus, this train had to originate on the Jackson Park branch, because Englewood trains at that time ran to Ravenswood.) Also, I don't recall any other three-track main anywhere else on the north/south line. Also, Indiana Ave. had the overhead walkway to get to and from the Stock Yards L, which terminated to the left of the left-hand platform in the photo. When this photo was taken, the Kenwood L ran as through service from 42nd Place, through Indiana Ave., up to Wilson Ave. Later in 1949, the Kenwood service was cut back to a shuttle ending at Indiana Ave. The inbound station platform was extended over the northernmost track, then mainline north/south service used the middle track heading downtown. A fuller explanation is at https://www.chicago-l.org/operations/lines/kenwood.html . Also of interest is that this photo shows a three-car train. Before the advent of new equipment in 1950 there were no "married pairs" of cars. Trains could be as small as a single car, which I recall seeing on the Englewood branch on Sunday mornings. Plus, the three-car train shown in the photo would have had two conductors whose job was to open the passenger entry doors (which were on the sides, at the ends of the cars) using controls situated between the cars. So conductor #1 operated the doors at the rear of car 1 and the front of car 2. Conductor #2 operated the doors at the rear of car 2 and the front of car 3. Side doors at the front of car 1 and the rear of car 3 were not used by passengers. To operate his side doors, a conductor had to stand between the cars. (Yes, in any weather.) And the conductors had to notify the motorman when to proceed. To do this, the conductors had to observe when there was no more boarding or alighting at their doors. They used a bell system to notify the motorman. Two dings meant "proceed". One ding meant "hold". The rearmost conductor started with his bell, then the next rearmost, etc., until two dings rang in the motorman's compartment, his signal to go. The longer the train, the longer it took to leave the station."

This three-car train of Chicago Transit Authority 4000-series “L” cars is signed as a Howard Street Express in June 1949. (L. L. Bonney Photo) Our resident south side expert M. E. adds, “Methinks this photo was taken looking west at the Indiana Av. (at 40th St.) station.
Because the train destination sign says Howard Express, the location has to be on the main north/south line. (Plus, this train had to originate on the Jackson Park branch, because Englewood trains at that time ran to Ravenswood.) Also, I don’t recall any other three-track main anywhere else on the north/south line. Also, Indiana Ave. had the overhead walkway to get to and from the Stock Yards L, which terminated to the left of the left-hand platform in the photo.
When this photo was taken, the Kenwood L ran as through service from 42nd Place, through Indiana Ave., up to Wilson Ave. Later in 1949, the Kenwood service was cut back to a shuttle ending at Indiana Ave. The inbound station platform was extended over the northernmost track, then mainline north/south service used the middle track heading downtown. A fuller explanation is at
https://www.chicago-l.org/operations/lines/kenwood.html .
Also of interest is that this photo shows a three-car train. Before the advent of new equipment in 1950 there were no “married pairs” of cars. Trains could be as small as a single car, which I recall seeing on the Englewood branch on Sunday mornings.
Plus, the three-car train shown in the photo would have had two conductors whose job was to open the passenger entry doors (which were on the sides, at the ends of the cars) using controls situated between the cars. So conductor #1 operated the doors at the rear of car 1 and the front of car 2. Conductor #2 operated the doors at the rear of car 2 and the front of car 3. Side doors at the front of car 1 and the rear of car 3 were not used by passengers. To operate his side doors, a conductor had to stand between the cars. (Yes, in any weather.)
And the conductors had to notify the motorman when to proceed. To do this, the conductors had to observe when there was no more boarding or alighting at their doors. They used a bell system to notify the motorman. Two dings meant “proceed”. One ding meant “hold”. The rearmost conductor started with his bell, then the next rearmost, etc., until two dings rang in the motorman’s compartment, his signal to go. The longer the train, the longer it took to leave the station.”

Recently, Jim Huffman commented:

Photo #365? 3-car train of CTA 4000s standing at the 38th St station. I differ with your explanation of the conductors door work.
1. When the CTA took over they made all the doors on the 4000s one-man operated, allowing for trains with odd number of cars . Thus, 8-cars, 4-cars, 3-cars, 1-car= only 1-conductor per train.
2. Way prior to that, the CRT used a conductor between each two cars, doing the doors as you described. 8-cars=8-conductors, etc.
3. But later, prior to the CTA, the CRT re-wired (air?) the 4000s so that a conductor between every two cars could operate all the doors on two cars. 8-cars=4-conductors etc.
4. On multi conductor trains, there was only one signal used and that was by the front conductor, not by the other conductors. Nor were there differing sounds or number of bells or buzzers! The front conductor monitored the rear conductors doors, when all were closed, then he would signal the Motorman. There usually was not much of any delay, the reason for less men was to lower labor costs, not to speed up the train.
This is from my memory & further info from conductors back then.

We replied:

You are referring to the explanation of how door controls worked on the 4000s, given by one of our readers (M. E.) in the caption for the photo called proofs365.jpg.

We had previously reproduced a CTA training brochure dated March 1950 in our post Reader Showcase, 12-11-17. By this time, the 4000s had been retrofitted into semi-permanent married pairs, so a three-car train, as shown in the June 1949 picture, no longer would have been possible.

The 1950 training brochure does mention using a buzzer to notify the next train man in one direction.

This is how Graham Garfield’s excellent web site describes the retrofit:

After the CTA ordered the first set of 6000s (6001-6200), they set about retrofitting the 4000s to make them operate more safely, economically and basically more like the forthcoming 6000s. By the time the 6000s started rolling in, the changes had been pretty much completed. In this overhaul, the 4000s were given multiple unit door control, standardized to use battery voltage for control, the trolley feed on Evanston cars was tied together so only one pole per pair was needed, and they were paired up into “semi-permanently coupled pairs” (as opposed to the “married-pairs” of the 6000s), usually in consecutive numerical order. Additionally, the destination signs (which were all still hand-operated) were changed to display either the route names (i.e. “Ravenswood” or “Lake A”) or both terminals (i.e. “Howard – Jackson Park B”) so they wouldn’t have to be changed for the reverse trip. The number of signs per car was reduced from four to two, not counting the destination board on the front. All this allowed a two-man crew to staff a train of any length.

This does not of course explain door operation prior to 1950, and I promised to do further research, by contacting Andre Kristopans.

PS- in addition to this, in a previous comment on this post, Andre Kristopans wrote, “On CRT the conductor was the man between the first and second cars. The rest were Guards. Motorman and conductor worked together all day but guards were assigned according to train length that trip.”

So, I asked Andre to explain. Here’s what he wrote:

Wood cars very simple – man between each two cars as doors were completely local control. End doors of train were not used. Steel cars more complicated. Originally same as woods – man between each two cars. Remember steels and woods were mixed. In 1940’s changed so man could control doors at both ends of cars on either side of him, so conductor between 1and 2, guards between 3 and 4, 5 and 6, 7 and 8 only. Then in 1950’s full trainlined doors. Initially one conductor for 2 or 4 car trains, working between last 2 cars, on 6 or 8 car trains conductor between cars 3 and 4, guard between last two. Guard eliminated late 50’s, conductor in sane (same?) position now controls all doors.

Thanks for the info. On the woods and early 4000s, how did the guards and conductor signal each other?

They had signal bells. First rear guard pulled the cord that rang the gong at forward end of that car. Then that guard pulled the rope by his position to signal the next guard up. When the conductor got the signal and pulled his rope, the gong by the motorman rang and he released and started up.

Yes the 4000’s evolved. Originally basically operationally identical to woods. Circa 1943 before subway, converted from line voltage control to battery control. Now they were no longer able to train with woods. Around same time changed to door control at each end controlling doors at both ends. In 1950’s full mudc, paired with permanent headlights and permanent markers (over a period of a decade or so!). Shore Line’s Baldies book shows how this happened over time if you compare photos. Large door controls early for single door control, small door controls for entire car control, then no door controls on paired sets.

This is something that has not been looked into much, but a 1970’s 4000 was VERY different from a 1930’s 4000!

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

-David Sadowski

Pre-Order Our New Book Building Chicago’s Subways

There are three subway anniversaries this year in Chicago:
60 years since the West Side Subway opened (June 22, 1958)
75 years since the State Street Subway opened (October 17, 1943)
80 years since subway construction started (December 17, 1938)

To commemorate these anniversaries, we have written a new book, Building Chicago’s Subways.

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

Bibliographic information:

Title Building Chicago’s Subways
Images of America
Author David Sadowski
Edition illustrated
Publisher Arcadia Publishing (SC), 2018
ISBN 1467129380, 9781467129381
Length 128 pages

Chapter Titles:
01. The River Tunnels
02. The Freight Tunnels
03. Make No Little Plans
04. The State Street Subway
05. The Dearborn-Milwaukee Subway
06. Displaced
07. Death of an Interurban
08. The Last Street Railway
09. Subways and Superhighways
10. Subways Since 1960

Building Chicago’s Subways will be published on October 1, 2018. Order your copy today, and it will be shipped on or about that date. All copies purchased through The Trolley Dodger will be signed by the author.

The price of $23.99 includes shipping within the United States.

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Redone tile at the Monroe and Dearborn CTA Blue Line subway station, showing how an original sign was incorporated into a newer design, May 25, 2018. (David Sadowski Photo)

Redone tile at the Monroe and Dearborn CTA Blue Line subway station, showing how an original sign was incorporated into a newer design, May 25, 2018. (David Sadowski Photo)

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The Magic of Jack Bejna

CA&E Car 52 (Stephenson, 1902).

CA&E Car 52 (Stephenson, 1902).

Some of you have a device called a Magic Jack to make telephone calls using your home computer. But as many of our readers know, this blog also has a “Magic Jack” all of its own.

Today’s post features the work of Jack Bejna, whose pictures have been featured here many times previously. He loves finding old photographs and works his own brand of magic on them, making them look better using Photoshop.

We thank him for sharing these great images with our readers. The comments that follow, in this section, are Jack’s. Just to keep a hand in, we also have a few additional photos of our own that follow.

Enjoy!

-David Sadowski

Chicago Aurora & Elgin at Laramie Avenue

Here are a few shots of the yard at Laramie Avenue. The first shows the yard looking east with the freight shed at the right, and at the left a CTA train heads west. The second shot features a CA&E train heading west (not sure but looks like a motorman in the front window). The third shot is at the freight house looking west. The tracks in the foreground were used to store CA&E trains when not needed, and many photographs of CA&E cars were taken at this location through the years. The fourth shot shows a CA&E freight at Flournoy Street heading west. In the background can be seen the mid-day storage tracks for CA&E cars.

CA&E Lockwood Yard at Laramie.

CA&E Lockwood Yard at Laramie.

CA&E Laramie Yard overview.

CA&E Laramie Yard overview.

CA&E Laramie Ave freight house.

CA&E Laramie Ave freight house.

CA&E 7 at Flournoy Street, Laramie Yard.

CA&E 7 at Flournoy Street, Laramie Yard.

Chicago Aurora & Elgin Wheaton Yards

CA&E car 18 (Niles 1902), plus cars 44 and 423.

CA&E car 18 (Niles 1902), plus cars 44 and 423.

CA&E car 24 (Niles 1902).

CA&E car 24 (Niles 1902).

CA&E car 26 (Niles 1902).

CA&E car 26 (Niles 1902).

CA&E car 28 (Niles 1902).

CA&E car 28 (Niles 1902).

CA&E Car 34 end view (Stephenson, 1902).

CA&E Car 34 end view (Stephenson, 1902).

CA&E Car 34 (Stephenson, 1902).

CA&E Car 34 (Stephenson, 1902).

CA&E Car 36 (Stephenson, 1902).

CA&E Car 36 (Stephenson, 1902).

CA&E Car 48 (Stephenson, 1902).

CA&E Car 48 (Stephenson, 1902).

CA&E Car 52 (Stephenson, 1902).

CA&E Car 52 (Stephenson, 1902).

Detroit Jackson & Chicago

I believe that all of these pictures were taken in or near Jackson, Michigan. The Jackson depot is lettered Michigan United Railways in one picture, Michigan United Traction Comapny in another, and the cars are lettered Michigan Railway Lines, all as a result of several changes of ownership of the Detroit Jackson and Chicago lines. Also included is a map of downtown Jackson.

Jackson Interurban Station postcard.

Jackson Interurban Station postcard.

Jackson Interurban Station.

Jackson Interurban Station.

Jackson, Michigan Traction Map.

Jackson, Michigan Traction Map.

Michigan Railway Lines - Car 1.

Michigan Railway Lines – Car 1.

Michigan Railway Lines - Car 2.

Michigan Railway Lines – Car 2.

Michigan Railway Lines - Car 3.

Michigan Railway Lines – Car 3.

Michigan Railway Lines - Car 16.

Michigan Railway Lines – Car 16.

Michigan Railway Lines - Cars 27 and 64.

Michigan Railway Lines – Cars 27 and 64.

Michigan Railway Lines - Car 65.

Michigan Railway Lines – Car 65.

Michigan Railway Lines - Car 85.

Michigan Railway Lines – Car 85.

Michigan Railway Lines - Car 647.

Michigan Railway Lines – Car 647.

Detroit United Railway

Some years ago a friend of mine told me that her uncle had died and left a lot of railroadiana behind, and I could have a look and take anything I wanted. Most of the stuff was not worth anything but I did come across two small (4”x 6”) two ring binders that were full of Detroit United Railways and Michigan Interurban equipment photos. The DUR photos had in-depth tech specs on the photo back for the particular car pictured. The pre-printed tech spec info form was dated: Rep cost 10-1-1921. I believe these photos were part of an audit for an upcoming fare increase request. I therefore believe that the photos were taken circa 1921.

I kept the binders and several years ago I started scanning them and Photoshopping them when I had time to spare. The quality of the pictures (i.e., exposure, lighting, etc.) varies but there are a number that are fine following a lot of Photoshop work.

Most of the photos don’t include the location where the photo were taken, and, since I’m not familiar with Michigan towns and cities, I don’t have any idea where the pictures were taken, with some exceptions.

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

DUR Car 1026

DUR Car 1026

DUR Car 1857

DUR Car 1857

DUR Car 1939

DUR Car 1939

DUR Car 2004

DUR Car 2004

DUR Car 2046

DUR Car 2046

DUR Car 2105

DUR Car 2105

DUR Car 5200

DUR Car 5200

DUR Car 5623

DUR Car 5623

DUR Car 7001

DUR Car 7001

DUR Car 7051

DUR Car 7051

DUR Car 13

DUR Car 13

DUR Car 1861

DUR Car 1861

DUR Car 7053.

DUR Car 7053.

DUR Car 7067.

DUR Car 7067.

DUR Car 7081.

DUR Car 7081.

DUR Car 7103.

DUR Car 7103.

DUR Car 7105.

DUR Car 7105.

DUR Car 7256.

DUR Car 7256.

DUR Car 7263.

DUR Car 7263.

DUR Car 7272.

DUR Car 7272.

DUR Car 7288.

DUR Car 7288.

DUR Car 7292.

DUR Car 7292.

DUR Car 7312.

DUR Car 7312.

Recent Finds

CTA wooden "L" car 1024 at the Illinois Electric Railway Museum in North Chicago, February 1960. The original museum location was at the Chicago Hardware Foundry Company, adjacent to the North Shore Line tracks. Some of the wooden "L" cars were operated under their own power to North Chicago. This car, originally built by Pullman in 1898 as Northwestern Elevated Railroad 24, has since been restored to its original condition at IRM in Union.

CTA wooden “L” car 1024 at the Illinois Electric Railway Museum in North Chicago, February 1960. The original museum location was at the Chicago Hardware Foundry Company, adjacent to the North Shore Line tracks. Some of the wooden “L” cars were operated under their own power to North Chicago. This car, originally built by Pullman in 1898 as Northwestern Elevated Railroad 24, has since been restored to its original condition at IRM in Union.

Illinois Terminal Railroad line car 1702, built by that operator in 1922, at North Chicago in February 1960.

Illinois Terminal Railroad line car 1702, built by that operator in 1922, at North Chicago in February 1960.

Illinois Terminal car 101 at IERM in North Chicago in February 1960. Don's Rail Photos: "101 was built by American Car in 1917 as AG&StL 61. In 1926 the car became StL&ARy 61 and in 1930 it became IT 101. On March 9, 1956, it was sold to the Illinois Electric Railway Museum and is now at Union, IL." This car ran between St. Louis and Alton.

Illinois Terminal car 101 at IERM in North Chicago in February 1960. Don’s Rail Photos: “101 was built by American Car in 1917 as AG&StL 61. In 1926 the car became StL&ARy 61 and in 1930 it became IT 101. On March 9, 1956, it was sold to the Illinois Electric Railway Museum and is now at Union, IL.” This car ran between St. Louis and Alton.

Don's Rail Photos says, (North Shore Line) "213 was built by Cincinnati in March 1920, #2445, as a merchandise despatch car. In 1940 it was rebuilt as a disc harrow ice cutter. It was retired in 1955 and sold to CHF as their 242. It was donated to Illinois Railway Museum in 1964." Here, we see the car at the Chicago Hardware Foundry Company in February 1960. This was also then the location of the Illinois Electric Railway Museum.

Don’s Rail Photos says, (North Shore Line) “213 was built by Cincinnati in March 1920, #2445, as a merchandise despatch car. In 1940 it was rebuilt as a disc harrow ice cutter. It was retired in 1955 and sold to CHF as their 242. It was donated to Illinois Railway Museum in 1964.” Here, we see the car at the Chicago Hardware Foundry Company in February 1960. This was also then the location of the Illinois Electric Railway Museum.

Chicago Aurora & Elgin car 419 is eastbound west of DesPlaines Avenue in Forest Park in November 1951. The gas holder, at right, was a local landmark for many years.

Chicago Aurora & Elgin car 419 is eastbound west of DesPlaines Avenue in Forest Park in November 1951. The gas holder, at right, was a local landmark for many years.

This photo appears to have been taken on Clark Street across from Lincoln Park during one of those late 1950s Chicago streetcar fantrips (possibly October 21, 1956). I thought this one was intersesting, since the man at left may very well be noted railfan William Hoffman, whose films and slides are now part of the Wien-Criss Archive.

This photo appears to have been taken on Clark Street across from Lincoln Park during one of those late 1950s Chicago streetcar fantrips (possibly October 21, 1956). I thought this one was interesting, since the man at left may very well be noted railfan William C. Hoffman, whose films and slides are now part of the Wien-Criss Archive.

I realize this is not the greatest quality picture, but it does appear to show the late Bill Hoffman shooting film using a tripod to steady his camera.

I realize this is not the greatest quality picture, but it does appear to show the late Bill Hoffman shooting film using a tripod to steady his camera.

Bill Hoffman and his sister Dorothy at their home at 6622 S. Maplewood Avenue in Chicago on December 26, 1981. Two nicer people, you will never meet. Both are sadly long gone. (Wien-Criss Archive)

Bill Hoffman and his sister Dorothy at their home at 6622 S. Maplewood Avenue in Chicago on December 26, 1981. Two nicer people, you will never meet. Both are sadly long gone. (Wien-Criss Archive)

More about the Hoffmans from Jeff Wien:

Dorothy and Bill were twins. They were born on May 15, 1910. Bill was 78 when he died (July 5, 1988) and Dorothy was 88 when she died. Dorothy died on May 10, 1999, five days short of her 89th birthday.

Dorothy was a wonderful person. Very generous in her donations to the Illinois Railway Museum in Bill’s memory. She funded the Hoffman Garage and other motor bus related projects. Dorothy donated over $800,000 to IRM, mostly motor bus related.

The Chicago Transit Authority, whose operating area covers most of Cook County, added the words "Metropolitan Transit" to its logo around 1958. This image was made from an original Kodalith originally in the collections of the late Robert Selle. My guess is he obtained it from the CTA back in the late 1950s. A Kodalith uses graphic arts film, and was likely made from the original logo artwork. Graphic arts film renders things in either black or white, and does not include gray tones as would conventional film. This image was not made by taking a picture of a logo on the side of a bus or "L" car. (Wien-Criss Archive)

The Chicago Transit Authority, whose operating area covers most of Cook County, added the words “Metropolitan Transit” to its logo around 1958. This image was made from an original Kodalith originally in the collections of the late Robert Selle. My guess is he obtained it from the CTA back in the late 1950s. A Kodalith uses graphic arts film, and was likely made from the original logo artwork. Graphic arts film renders things in either black or white, and does not include gray tones as would conventional film. This image was not made by taking a picture of a logo on the side of a bus or “L” car. (Wien-Criss Archive)

Don's Rail Photos says that North Shore Line car 231 "was built by Cincinnati in May 1924, #2720, as a merchandise despatch car. It was rebuilt as a plow in 1949." That's the configuration we see it in here. It does not appear to have been saved.

Don’s Rail Photos says that North Shore Line car 231 “was built by Cincinnati in May 1924, #2720, as a merchandise despatch car. It was rebuilt as a plow in 1949.” That’s the configuration we see it in here. It does not appear to have been saved.

This interesting scene shows North Shore Line car 413 (and train) turning off street running on Greenleaf Avenue in Wilmette on the Shore Line Route, which uit in 1955. The building at right is still standing.

This interesting scene shows North Shore Line car 413 (and train) turning off street running on Greenleaf Avenue in Wilmette on the Shore Line Route, which uit in 1955. The building at right is still standing.

The same location today. We are looking east. North Shore Line cars turned into what is now the parking lot at left, before running north parallel to the Chicago & North Western tracks.

The same location today. We are looking east. North Shore Line cars turned into what is now the parking lot at left, before running north parallel to the Chicago & North Western tracks.

Lehigh Valley Transit 812 is shown running a special at Souderton PA on May 14, 1951. Service on the Liberty Bell interurban ended in September 1951, and unfortunately, this car was not saved.

Lehigh Valley Transit 812 is shown running a special at Souderton PA on May 14, 1951. Service on the Liberty Bell interurban ended in September 1951, and unfortunately, this car was not saved.

Baltimore Transit Company "Peter Witt" car 6076 is on Route 8 on Fayette. Don's Rail Photos adds, "6051 thru 6100 were built by Cincinnati in 1930 and retired in 1955." I thought of this since the body of a similar 1930s Peter Witt car from Indianapolis was being stored at the ill-fated Indiana Transportation Museum in Noblesville. Hopefully, it can be saved. (Walter Broschart Photo)

Baltimore Transit Company “Peter Witt” car 6076 is on Route 8 on Fayette. Don’s Rail Photos adds, “6051 thru 6100 were built by Cincinnati in 1930 and retired in 1955.” I thought of this since the body of a similar 1930s Peter Witt car from Indianapolis was being stored at the ill-fated Indiana Transportation Museum in Noblesville. Hopefully, it can be saved. (Walter Broschart Photo)

Chicago Aurora & Elgin wood car 301 at the Wheaton Yards on July 8, 1955. Don's Rail Photos: "301 was built by Niles Car & Mfg Co in 1906. It was modernized in December 1940." As part of this modernization, the car's stained glass windows were covered up. Unfortunately, this car was not saved.

Chicago Aurora & Elgin wood car 301 at the Wheaton Yards on July 8, 1955. Don’s Rail Photos: “301 was built by Niles Car & Mfg Co in 1906. It was modernized in December 1940.” As part of this modernization, the car’s stained glass windows were covered up. Unfortunately, this car was not saved.

Chicago Aurora & Elgin 138 at Laramie Yards on May 17, 1948. Don's Rail Photos: "138 was built by American Car Co in March 1910, #844, as C&ME 138. It was rebuilt in 1914 and no retired date." Starting in 1936, the CA&E leased several wood cars from the North Shore Line, including this one. They were returned to the NSL in 1945 and operated there briefly before being purchased by CA&E the following year. These cars were no longer needed after the September 1953 cutback in service to Forest Park and were scrapped. I believe we are looking to the west. (Richard J. Anderson Photo)

Chicago Aurora & Elgin 138 at Laramie Yards on May 17, 1948. Don’s Rail Photos: “138 was built by American Car Co in March 1910, #844, as C&ME 138. It was rebuilt in 1914 and no retired date.” Starting in 1936, the CA&E leased several wood cars from the North Shore Line, including this one. They were returned to the NSL in 1945 and operated there briefly before being purchased by CA&E the following year. These cars were no longer needed after the September 1953 cutback in service to Forest Park and were scrapped. I believe we are looking to the west. (Richard J. Anderson Photo)

This three-car train of Chicago Transit Authority 4000-series "L" cars is signed as a Howard Street Express in June 1949. (L. L. Bonney Photo) Our resident south side expert M. E. adds, "Methinks this photo was taken looking west at the Indiana Av. (at 40th St.) station. Because the train destination sign says Howard Express, the location has to be on the main north/south line. (Plus, this train had to originate on the Jackson Park branch, because Englewood trains at that time ran to Ravenswood.) Also, I don't recall any other three-track main anywhere else on the north/south line. Also, Indiana Ave. had the overhead walkway to get to and from the Stock Yards L, which terminated to the left of the left-hand platform in the photo. When this photo was taken, the Kenwood L ran as through service from 42nd Place, through Indiana Ave., up to Wilson Ave. Later in 1949, the Kenwood service was cut back to a shuttle ending at Indiana Ave. The inbound station platform was extended over the northernmost track, then mainline north/south service used the middle track heading downtown. A fuller explanation is at https://www.chicago-l.org/operations/lines/kenwood.html . Also of interest is that this photo shows a three-car train. Before the advent of new equipment in 1950 there were no "married pairs" of cars. Trains could be as small as a single car, which I recall seeing on the Englewood branch on Sunday mornings. Plus, the three-car train shown in the photo would have had two conductors whose job was to open the passenger entry doors (which were on the sides, at the ends of the cars) using controls situated between the cars. So conductor #1 operated the doors at the rear of car 1 and the front of car 2. Conductor #2 operated the doors at the rear of car 2 and the front of car 3. Side doors at the front of car 1 and the rear of car 3 were not used by passengers. To operate his side doors, a conductor had to stand between the cars. (Yes, in any weather.) And the conductors had to notify the motorman when to proceed. To do this, the conductors had to observe when there was no more boarding or alighting at their doors. They used a bell system to notify the motorman. Two dings meant "proceed". One ding meant "hold". The rearmost conductor started with his bell, then the next rearmost, etc., until two dings rang in the motorman's compartment, his signal to go. The longer the train, the longer it took to leave the station."

This three-car train of Chicago Transit Authority 4000-series “L” cars is signed as a Howard Street Express in June 1949. (L. L. Bonney Photo) Our resident south side expert M. E. adds, “Methinks this photo was taken looking west at the Indiana Av. (at 40th St.) station.
Because the train destination sign says Howard Express, the location has to be on the main north/south line. (Plus, this train had to originate on the Jackson Park branch, because Englewood trains at that time ran to Ravenswood.) Also, I don’t recall any other three-track main anywhere else on the north/south line. Also, Indiana Ave. had the overhead walkway to get to and from the Stock Yards L, which terminated to the left of the left-hand platform in the photo.
When this photo was taken, the Kenwood L ran as through service from 42nd Place, through Indiana Ave., up to Wilson Ave. Later in 1949, the Kenwood service was cut back to a shuttle ending at Indiana Ave. The inbound station platform was extended over the northernmost track, then mainline north/south service used the middle track heading downtown. A fuller explanation is at
https://www.chicago-l.org/operations/lines/kenwood.html .
Also of interest is that this photo shows a three-car train. Before the advent of new equipment in 1950 there were no “married pairs” of cars. Trains could be as small as a single car, which I recall seeing on the Englewood branch on Sunday mornings.
Plus, the three-car train shown in the photo would have had two conductors whose job was to open the passenger entry doors (which were on the sides, at the ends of the cars) using controls situated between the cars. So conductor #1 operated the doors at the rear of car 1 and the front of car 2. Conductor #2 operated the doors at the rear of car 2 and the front of car 3. Side doors at the front of car 1 and the rear of car 3 were not used by passengers. To operate his side doors, a conductor had to stand between the cars. (Yes, in any weather.)
And the conductors had to notify the motorman when to proceed. To do this, the conductors had to observe when there was no more boarding or alighting at their doors. They used a bell system to notify the motorman. Two dings meant “proceed”. One ding meant “hold”. The rearmost conductor started with his bell, then the next rearmost, etc., until two dings rang in the motorman’s compartment, his signal to go. The longer the train, the longer it took to leave the station.”

The late photographer Robert Selle writes, "CTA one-man car 6180 turning north onto State Street from 43rd Street (43rd Street line), August 1, 1953."

The late photographer Robert Selle writes, “CTA one-man car 6180 turning north onto State Street from 43rd Street (43rd Street line), August 1, 1953.”

The Chicago Surface Lines decorated several of its streetcars for patriotic purposes during World War II, but here we see 1741 postwar on March 19, 1946, promoting the American Red Cross. I believe this southbound Broadway-State car is operating on Wabash just north of the Chicago River, as the new State Street bridge did not open until 1949.

The Chicago Surface Lines decorated several of its streetcars for patriotic purposes during World War II, but here we see 1741 postwar on March 19, 1946, promoting the American Red Cross. I believe this southbound Broadway-State car is operating on Wabash just north of the Chicago River, as the new State Street bridge did not open until 1949.

Bob Selle: "CTA car 115 northbound on Kedzie Street line at 35th and Kedzie, July 23, 1953." Daniel Joseph adds, "I do not believe this photo is at Kedzie & 35th Street. 35th Street never went to Kedzie and 36th Street had street car tracks."

Bob Selle: “CTA car 115 northbound on Kedzie Street line at 35th and Kedzie, July 23, 1953.” Daniel Joseph adds, “I do not believe this photo is at Kedzie & 35th Street. 35th Street never went to Kedzie and 36th Street had street car tracks.”

Philadelphia Transportation Company 2023 was one of only three "Brilliners" in its fleet. Don's Rail Photos: '2023 was built by Brill Car Co in April 1939, #23763-006. It was scrapped in August 1956." Presumably PTC did not purchase any additional Brilliners, as it considered them inferior in some ways to PCC cars. Here we see 2023 at an unknown location on July 23, 1950. Jeff Wien adds, "The Philadelphia Rapid Transit Company, predecessor to PTC, purchased three Brilliners (2021-2023) in 1939. Thus, PRT/PTC owned more than one Brilliner. Brilliner 2021-2023 3 Brill *1939 **1956 GE 1198G1 * Date Acquired **Date Retired They were unpopular with operators because they were not PCC cars and there were only 3 of them in the fleet. They looked like PCC cars to the naked eye, which the riding public probably assumed they were."

Philadelphia Transportation Company 2023 was one of only three “Brilliners” in its fleet. Don’s Rail Photos: ‘2023 was built by Brill Car Co in April 1939, #23763-006. It was scrapped in August 1956.” Presumably PTC did not purchase any additional Brilliners, as it considered them inferior in some ways to PCC cars. Here we see 2023 at an unknown location on July 23, 1950. Jeff Wien adds, “The Philadelphia Rapid Transit Company, predecessor to PTC, purchased three Brilliners (2021-2023) in 1939. Thus, PRT/PTC owned more than one Brilliner.
Brilliner 2021-2023 3 Brill *1939 **1956 GE 1198G1
* Date Acquired **Date Retired
They were unpopular with operators because they were not PCC cars and there were only 3 of them in the fleet. They looked like PCC cars to the naked eye, which the riding public probably assumed they were.”

California Street Cable RR car 41 is on Hyde Street at Union Street in San Francisco in 1947. (W. Sievert Photo)

California Street Cable RR car 41 is on Hyde Street at Union Street in San Francisco in 1947. (W. Sievert Photo)

Recent Correspondence


Miles Beitler writes:

I have seen the attached photo in various sites on the internet. The photo shows a Lake Street train which apparently failed to stop at the Market Street terminal at Madison Street and ran through the bumper at the end of the line, derailing the first car which hangs over the edge of the structure. I thought the purpose of the bumper was to prevent a train from running beyond the end of the line, but it apparently didn’t work too well in this case.

The date would appear to be the late 1930s or 1940s (pre-CTA), but I have not found any information or newspaper articles describing what happened. I assume that means there were no deaths or injuries. It could even have been an empty train. Do you have any information about this?

I continue to enjoy your blog — keep it up!

I reached out to Andre Kristopans, who replied:

Not seeing the photo in question makes it harder, but this is what I can say. In wood car days, a wood car could take a pretty bad hit and survive to see service again. CRT was so broke that they were forced to fix anything that wasn’t totally destroyed as they could not afford to replace anything. That said, this is a possible list of candidates it the car in question was totaled:

3055 (trailer) 1929
1732 1944

Other early retirements are all shown as “fire”, so not likely. However, there were about a dozen cars that CTA retired in 1948 which were apparently in wrecked or burned condition before 10/1/47 but still on the books that were simply written off without any actual scrapping dates recorded. Lake St cars on this list were trailers trailers, so not likely.

As far as Market St service, it was thought that three AM trains circled the loop and then backed into Market St. This is not correct. Three trains left Austin at 656, 709, 727AM making all stops to Hamlin, then Oakley and all stops to Madison/Market and laid up. There might have been additional layups coming off the loop, however. Then they left between 507 and 613PM (6.5 to 12 min headway, so more than three trains) making all stops to Oakley, then Hamlin and all stops to Forest Park.

Sorry, I thought the photo would come across. At any rate, it does look like a trailer, and the number is 3053, although it desn’t appear to be wrecked, really.

The picture certainly does look like the 1940s, though.

Thanks.

Andre replied:

Well, this explains a lot. 3053 lasted until 4/51, so it certainly survived. Also, it was not a control trailer, so the motorman was at the other end of the train, backing in, and overshot his stopping point.

Pittsburgh Mystery Photo

Jeff Wien recently obtained this photo processed in September 1965, but without any other information, noting, “The photo was taken after route 55 was converted to motor bus, so it is not route 55 streetcars that we see in the photo.”

Jeff contacted James B. Holland, who writes:

It is at the Flood Control Barrier (one can see track goes single immediately right of PCCs) on the 55 line and within ‘eye+sight’ of E. Pittsburgh, except for the curve in the road!!! It is worked by an extended 65-line: Lincoln Place (loop on 56) to Homestead Loop on 8th. The 65-line loop in Homestead (also shared by former 60-line shuttle to East Liberty) was just west of Rankin Bridge. The 55-line shared track with 65 thru Homestead on 8th between Amity and 60/65 Loop and beyond to Rankin Bridge which 55 crossed to East Pittsburgh. Thus, with demise of 55, the 65 was extended from Homestead to E. Pittsburgh for ‘some time.’ The 60/65 line loop in Homestead was used by the 55A, a rush Hour tripper To/From downtown Pittsburgh.

The Carlson PCC book Coast To Coast lists both 65 and 55 as ending on the same date, 5 September 1965. A note in the table (Pgs168-169) indicates: “[55] Hays to Pittsburgh (including 57) abandoned 04 Jul 1964 balance [worked by extended 65 abandoned] by PAT modernization on [09 Sep] 1965.” Thus It Seems the 65 line was extended for 1 year plus two months. Many are not aware of this. I have pictures distinctly signed 65 also distinctly working the 55.

With Glenwood Car House closed in 1961 and routes operated from South Hills, several years before PAT, and with Glenwood Bridge banned to trolleys, 65 line left South Hills and probably used Forbes and Braddock to Rankin Jct and ‘to extended route’ from there. (Interesting to note: 55 Owl terminal was Rankin Bridge, at least post-rebuild.)

I do not know if the extended 65 used the old dedicated loop in East Pittsburgh which was not quite in “downtown E. Pittsburgh”. The 65 line may have looped in E. Pittsburgh proper on Braddock to Electric, Linden, Beech and Braddock.

In case any of our readers have additional information, Jeff is still trying to find out the name of the steel mill shown in the photo. (Editor’s note: John Suhayda adds, “The Pittsburgh Mystery Photo shows the Edgar Thomson Steel Works in Braddock, east of Pittsburgh, along the Monongahela River.”)

Richard Wilke
writes:

What a wonderful website! Thank you for all the information I was able locate about the CA&E! I am looking for any photo of the last stop at Mannheim & 22nd Street on the Westchester branch. My uncle lived in Wheaton on Electric Avenue. He somehow acquired the station signage from that last stop, and I have yet to confirm that the sign that I now have, as being from that end of line stop! Is there someone in your organization that might be able to confirm its existence with a picture of said sign? It’s a 14″ x 7′, deep blue with white block lettering, reading, MANNHEIM-22nd. Would appreciate any information to find its true history!

I found a picture of that station on Graham Garfield’s excellent web site. It is dated 1951, which was when service ended, and although it is not very sharp, you can see two signs.  The photo is credited to Bernard L. Stone:

On the other hand, Mitch Markovitz writes:

I saw the photo of the sign that reads “MANNHEIM 22nd STREET” in the latest Dodger. I don’t think it’s authentic at all. The type is way too contemporary, and doesn’t match anything else the “L” did as far as signs. Including the photos with the two signs at the platform. The blue is way too light as well.

Keep those cards and letters coming in, folks.

-David Sadowski

Finally, Jack Bejna writes:

Thanks for the kind comments and the forum to share my photographic efforts with the interurban/streetcar community. It’s nice to know that someday when I’m gone my collection will have been shared with the electric railroad enthusiasts that remain.

There are more Detroit United Railway photos to be posted as well as photographs from the Michigan interurbans that vanished long ago so stay tuned to this great blog!

Pre-Order Our New Book Building Chicago’s Subways

There are three subway anniversaries this year in Chicago:
60 years since the West Side Subway opened (June 22, 1958)
75 years since the State Street Subway opened (October 17, 1943)
80 years since subway construction started (December 17, 1938)

To commemorate these anniversaries, we have written a new book, Building Chicago’s Subways.

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

Bibliographic information:

Title Building Chicago’s Subways
Images of America
Author David Sadowski
Edition illustrated
Publisher Arcadia Publishing (SC), 2018
ISBN 1467129380, 9781467129381
Length 128 pages

Chapter Titles:
01. The River Tunnels
02. The Freight Tunnels
03. Make No Little Plans
04. The State Street Subway
05. The Dearborn-Milwaukee Subway
06. Displaced
07. Death of an Interurban
08. The Last Street Railway
09. Subways and Superhighways
10. Subways Since 1960

Building Chicago’s Subways will be published on October 1, 2018. Order your copy today, and it will be shipped on or about that date. All copies purchased through The Trolley Dodger will be signed by the author.

The price of $23.99 includes shipping within the United States.

For Shipping to US Addresses:

For Shipping to Canada:

For Shipping Elsewhere:

Redone tile at the Monroe and Dearborn CTA Blue Line subway station, showing how an original sign was incorporated into a newer design, May 25, 2018. (David Sadowski Photo)

Redone tile at the Monroe and Dearborn CTA Blue Line subway station, showing how an original sign was incorporated into a newer design, May 25, 2018. (David Sadowski Photo)

Help Support The Trolley Dodger

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This is our 217th 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 428,000 page views, for which we are very grateful.

You can help us continue our original transit research by checking out the fine products in our Online Store.

As we have said before, “If you buy here, we will be here.”

We thank you for your support.

DONATIONS

In order to continue giving you the kinds of historic railroad images that you have come to expect from The Trolley Dodger, we need your help and support. It costs money to maintain this website, and to do the sort of historic research that is our specialty.

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

A Traction Photo Album, Part 3

J G Brill Master Unit Car #80 at Scranton, PA. 8-5-09.

J G Brill Master Unit Car #80 at Scranton, PA. 8-5-09.

Today’s post features more classic traction photographs by guest contributor Kenneth Gear. This is the third installment in a virtual career retrospective, covering 40 years of railfanning.

Ken has long been a friend of this blog. He has contributed greatly to our understanding of the Railroad Record Club of Hawkins, Wisconisn, and it is thanks largely to him that we have been able to share all 40 RRC LPs with you, digitally remastered on CDs and sounding better than ever.

We thank Ken for that, and for sharing these great images with our readers.

Click on these links to see Part 1 and Part 2 in this series.

-David Sadowski

Metra/ICG Highliners

Photo 1. RTA/ ICG Highliner MU trains pass near the Randolph Street Terminal, Chicago, IL. 6-23-82.

Photo 1. RTA/ ICG Highliner MU trains pass near the Randolph Street Terminal, Chicago, IL. 6-23-82.

RTA/ ICG Highliner #407 near the Randolph Street Terminal, Chicago, IL. 6-23-82.

RTA/ ICG Highliner #407 near the Randolph Street Terminal, Chicago, IL. 6-23-82.

Metra Electric Highliner #224 at the Vermont Avenue Station, Blue Island IL 3-25-03.

Metra Electric Highliner #224 at the Vermont Avenue Station, Blue Island IL 3-25-03.

Canadian National Box Cab

CN Box cabs #6714, # 6715, & #6722 at Montreal, Que. 6-14-85.

CN Box cabs #6714, # 6715, & #6722 at Montreal, Que. 6-14-85.

CN Box cabs #6714, # 6715, & #6722 at Montreal, Que. 6-14-85.

CN Box cabs #6714, # 6715, & #6722 at Montreal, Que. 6-14-85.

CN Box cabs 6710 & 6711 at Montreal photographed from the Amtrak MONTREALER approaching Central Station.

CN Box cabs 6710 & 6711 at Montreal photographed from the Amtrak MONTREALER approaching Central Station.

EX-NYNH&H 4400 “Washboard” MU

Ex-NH 4400 "Washboard" MUs in the dead line at New Haven, CT on March17, 1984 awaiting scrapping.

Ex-NH 4400 “Washboard” MUs in the dead line at New Haven, CT on March17, 1984 awaiting scrapping.

National Capitol Trolley Museum

Third Avenue Railway System car 678 still wears her bicentennial paint scheme as she sits outside the car barn at the National Capital Trolley Museum in May of 1989. The car has since been repainted in the TARS color scheme of red and white.

Third Avenue Railway System car 678 still wears her bicentennial paint scheme as she sits outside the car barn at the National Capital Trolley Museum in May of 1989. The car has since been repainted in the TARS color scheme of red and white.

DC Transit PCC #1101, 8-5-89.

DC Transit PCC #1101, 8-5-89.

DC Transit PCC #1101, 8-5-89.

DC Transit PCC #1101, 8-5-89.

Electric City Trolley Museum

J G Brill Master Unit Car #80 at Scranton, PA. 8-5-09.

J G Brill Master Unit Car #80 at Scranton, PA. 8-5-09.

Pennsylvania Trolley Museum

Pittsburgh Railways DE City Low-floor car #4398 at Washington, PA. 9-27-13.

Pittsburgh Railways DE City Low-floor car #4398 at Washington, PA. 9-27-13.

Pittsburgh Railways DE City Low-floor car #4398 at Washington, PA. 9-27-13.

Pittsburgh Railways DE City Low-floor car #4398 at Washington, PA. 9-27-13.

Conrail

Conrail E-33 #4602 leads a long freight through the Metropark station at Iselin, NJ. 8-14-78. From my very first roll of color slide film.

Conrail E-33 #4602 leads a long freight through the Metropark station at Iselin, NJ. 8-14-78. From my very first roll of color slide film.

Conrail E-44 #4430 leads a westbound train at the Metropark station, Iselin, NJ. From my very first roll of 35mm slide film.

Conrail E-44 #4430 leads a westbound train at the Metropark station, Iselin, NJ. From my very first roll of 35mm slide film.

Conrail sold E-44 #4464 to NJ Transit in 1983 for use as work train power. The locomotive never turned a wheel for NJT and it is shown here at the Ex-CNJ yard at Elizabethport, NJ. 5-25-83.

Conrail sold E-44 #4464 to NJ Transit in 1983 for use as work train power. The locomotive never turned a wheel for NJT and it is shown here at the Ex-CNJ yard at Elizabethport, NJ. 5-25-83.

Conrail sold E-44 #4464 to NJ Transit in 1983 for use as work train power. The locomotive never turned a wheel for NJT and it is shown here at the Ex-CNJ yard at Elizabethport, NJ. 5-25-83.

Conrail sold E-44 #4464 to NJ Transit in 1983 for use as work train power. The locomotive never turned a wheel for NJT and it is shown here at the Ex-CNJ yard at Elizabethport, NJ. 5-25-83.

Odds and Ends: Miscellaneous Traction:

New Orleans Streetcar

In 1982 I was in New Orleans, LA making an overnight connection between Amtrak’s CRESENT and the SUNSET LIMITED. In the general vicinity of the Amtrak station I took several photos of the streetcars. All of the streetcar photos were taken in the vicinity of Lee Circle.

All of these cars were built by Perley Thomas in 1924.

Car #904 New Orleans, LA. 6-1-82.

Car #904 New Orleans, LA. 6-1-82.

Car #904 New Orleans, LA. 6-1-82.

Car #904 New Orleans, LA. 6-1-82.

Car #911.

Car #911.

Car #923.

Car #923.

Car #953.

Car #953.

Car 968.

Car 968.

Car 968.

Car 968.

Car #971.

Car #971.

New York City Transit Authority

R-36

I wanted to include this photo in spite of the fact that the subject is Amtrak SSB-1200 #550 at Q Tower at Sunnyside, Queens, New York. I hope it will be of interest to traction fans because of the IRT subway train of NYCTA R-36 "Redbirds" passing overhead in the background. 6-20-87.

I wanted to include this photo in spite of the fact that the subject is Amtrak SSB-1200 #550 at Q Tower at Sunnyside, Queens, New York. I hope it will be of interest to traction fans because of the IRT subway train of NYCTA R-36 “Redbirds” passing overhead in the background. 6-20-87.

R-42

A "W" train of R-42 cars near the Ditmers Boulevard station in Astoria Queens, New York, 4-19-05.

A “W” train of R-42 cars near the Ditmers Boulevard station in Astoria Queens, New York, 4-19-05.

A "W" train of R-42 cars near the Ditmers Boulevard station in Astoria Queens, New York, 4-19-05.

A “W” train of R-42 cars near the Ditmers Boulevard station in Astoria Queens, New York, 4-19-05.

R-21

The NYCTA Car Repair yard at 207th Street in New York as seen from a boat in the Harlem River in 1986. Visible just behind the fence are two R-21 garbage motors. These cars were tasked with the removal of trash from the subway. The two shown here G7208 and G7206 have both been retired and most likely scrapped.

The NYCTA Car Repair yard at 207th Street in New York as seen from a boat in the Harlem River in 1986. Visible just behind the fence are two R-21 garbage motors. These cars were tasked with the removal of trash from the subway. The two shown here G7208 and G7206 have both been retired and most likely scrapped.

Apparently retired and not too far from being scrapped is R-21 #7086 at the 207th Street Car Repair yard.

Apparently retired and not too far from being scrapped is R-21 #7086 at the 207th Street Car Repair yard.

R-38

Retired R-38s #4002 & #4003 at the 207th Street Car Repair yard.

Retired R-38s #4002 & #4003 at the 207th Street Car Repair yard.

R-32A

Starting in 1988 and continuing to 1990, NYCTA sent most of the R-32 cars to Morrison Knudsen at Hornell, NY for overhaul. Conrail brought the rebuilt cars loaded onto flat cars down the River Line to Greenville yard in Jersey City, New Jersey. From there the New York Cross Harbor Railroad car floated them back to New York City. On February 13, 1990 several of the rebuilt R-32a cars, including #3613 head out, were sitting in Greenville yard awaiting a boat ride home.

Starting in 1988 and continuing to 1990, NYCTA sent most of the R-32 cars to Morrison Knudsen at Hornell, NY for overhaul. Conrail brought the rebuilt cars loaded onto flat cars down the River Line to Greenville yard in Jersey City, New Jersey. From there the New York Cross Harbor Railroad car floated them back to New York City. On February 13, 1990 several of the rebuilt R-32a cars, including #3613 head out, were sitting in Greenville yard awaiting a boat ride home.

Starting in 1988 and continuing to 1990, NYCTA sent most of the R-32 cars to Morrison Knudsen at Hornell, NY for overhaul. Conrail brought the rebuilt cars loaded onto flat cars down the River Line to Greenville yard in Jersey City, New Jersey. From there the New York Cross Harbor Railroad car floated them back to New York City. On February 13, 1990 several of the rebuilt R-32a cars, including #3613 head out, were sitting in Greenville yard awaiting a boat ride home.

Starting in 1988 and continuing to 1990, NYCTA sent most of the R-32 cars to Morrison Knudsen at Hornell, NY for overhaul. Conrail brought the rebuilt cars loaded onto flat cars down the River Line to Greenville yard in Jersey City, New Jersey. From there the New York Cross Harbor Railroad car floated them back to New York City. On February 13, 1990 several of the rebuilt R-32a cars, including #3613 head out, were sitting in Greenville yard awaiting a boat ride home.

Starting in 1988 and continuing to 1990, NYCTA sent most of the R-32 cars to Morrison Knudsen at Hornell, NY for overhaul. Conrail brought the rebuilt cars loaded onto flat cars down the River Line to Greenville yard in Jersey City, New Jersey. From there the New York Cross Harbor Railroad car floated them back to New York City. On February 13, 1990 several of the rebuilt R-32a cars, including #3613 head out, were sitting in Greenville yard awaiting a boat ride home.

Starting in 1988 and continuing to 1990, NYCTA sent most of the R-32 cars to Morrison Knudsen at Hornell, NY for overhaul. Conrail brought the rebuilt cars loaded onto flat cars down the River Line to Greenville yard in Jersey City, New Jersey. From there the New York Cross Harbor Railroad car floated them back to New York City. On February 13, 1990 several of the rebuilt R-32a cars, including #3613 head out, were sitting in Greenville yard awaiting a boat ride home.

Eventually NYCHR Alco S-1s 25 & 22 came across the float bridge and coupled to the flat car containing the subway cars. The immaculate Alcos then loaded the car of R-32As onto the car float for a trip across the bay to Brooklyn.

Eventually NYCHR Alco S-1s 25 & 22 came across the float bridge and coupled to the flat car containing the subway cars. The immaculate Alcos then loaded the car of R-32As onto the car float for a trip across the bay to Brooklyn.

End of the line: NYCTA R-10 cars face a very bleak future at Greenville yard, Jersey City, NJ.

End of the line: NYCTA R-10 cars face a very bleak future at Greenville yard, Jersey City, NJ.

Staten Island Rapid Transit Operating Authority:

R-44

R-44 cars at Great Kills, NY.

R-44 cars at Great Kills, NY.

R-44 cars at the terminal in Tottenville, NY.

R-44 cars at the terminal in Tottenville, NY.

R-44 cars at the terminal in Tottenville, NY.

R-44 cars at the terminal in Tottenville, NY.

Staten Island S-1 #821 & R-44 cars at Annadale. The Alco was leading an Electric Railroaders Association "Farewell to the Alcos" fan trip on October 25, 2008.

Staten Island S-1 #821 & R-44 cars at Annadale. The Alco was leading an Electric Railroaders Association “Farewell to the Alcos” fan trip on October 25, 2008.

Staten Island Railway Alco S-2 #821 & S-1 #407 make way for an approaching train of R-44 cars at Tottenville, NY in October of 2008.

Staten Island Railway Alco S-2 #821 & S-1 #407 make way for an approaching train of R-44 cars at Tottenville, NY in October of 2008.

R-44 car #421 in the shop at Clifton, NY.

R-44 car #421 in the shop at Clifton, NY.

R-33 De-Icer

SIRTOA R-33 De-Icer car #RD344 at Clifton, NY.

SIRTOA R-33 De-Icer car #RD344 at Clifton, NY.

SIRTOA R-33 De-Icer car #RD344 at Clifton, NY.

SIRTOA R-33 De-Icer car #RD344 at Clifton, NY.

SEPTA – City Transit Division

PCC

SEPTA Kawasaki car #9023 & PCC #2129 at the Elmwood Avenue car barn in Philadelphia, PA in January of 1992.

SEPTA Kawasaki car #9023 & PCC #2129 at the Elmwood Avenue car barn in Philadelphia, PA in January of 1992.

SEPTA PCC car #2129 at the CSX/SEPTA grade crossing at Main Street in Darby, PA.

SEPTA PCC car #2129 at the CSX/SEPTA grade crossing at Main Street in Darby, PA.

SEPTA PCC car #2129 at the CSX/SEPTA grade crossing at Main Street in Darby, PA.

SEPTA PCC car #2129 at the CSX/SEPTA grade crossing at Main Street in Darby, PA.

SEPTA PCC car #2129 at 49th Street & Woodland Avenue in West Philadelphia PA. This car was built by the St Louis Car Company in 1948. It is now preserved by the Pikes Peak Historical Street Railway at Colorado Springs, CO.

SEPTA PCC car #2129 at 49th Street & Woodland Avenue in West Philadelphia PA. This car was built by the St Louis Car Company in 1948. It is now preserved by the Pikes Peak Historical Street Railway at Colorado Springs, CO.

SEPTA Kawasaki car #9017, PCC #2129, & GM RTS bus (model T8W603) #8043 at Darby, PA in 1992.

SEPTA Kawasaki car #9017, PCC #2129, & GM RTS bus (model T8W603) #8043 at Darby, PA in 1992.

PCC #2129 at the 80th & Eastwick loop in Philadelphia, which is the end of the Route 36. This photo was taken on January 25, 1992, the car was used on a Wilmington Chapter NRHS charter this day.

PCC #2129 at the 80th & Eastwick loop in Philadelphia, which is the end of the Route 36. This photo was taken on January 25, 1992, the car was used on a Wilmington Chapter NRHS charter this day.

SEPTA PCC #2054 built by St Louis Car in 1941. Philadelphia, PA. 5-7-95.

SEPTA PCC #2054 built by St Louis Car in 1941. Philadelphia, PA. 5-7-95.

SEPTA PCC #2711 at the Elmwood Depot, Philadelphia, PA.

SEPTA PCC #2711 at the Elmwood Depot, Philadelphia, PA.

SEPTA PCC #2728 in Philadelphia Transportation Company colors at Philadelphia, PA in 1995.

SEPTA PCC #2728 in Philadelphia Transportation Company colors at Philadelphia, PA in 1995.

On May 7, 1995 Wilmington Chapter NRHS chartered SEPTA PCC #2799 in a Red Arrow paint scheme and PCC #2728 in the colors of the Philadelphia Transportation. The two brightly colored cars were posed side by side on Girard Avenue at 63rd Street in the Philadelphia neighborhood of Haddington.

On May 7, 1995 Wilmington Chapter NRHS chartered SEPTA PCC #2799 in a Red Arrow paint scheme and PCC #2728 in the colors of the Philadelphia Transportation. The two brightly colored cars were posed side by side on Girard Avenue at 63rd Street in the Philadelphia neighborhood of Haddington.

SEPTA motor flat #W-61 & PCC #2054 at Philadelphia, PA.

SEPTA motor flat #W-61 & PCC #2054 at Philadelphia, PA.

Work Cars

SEPTA motor flat #W-61 at Philadelphia, PA. 1-25-92.

SEPTA motor flat #W-61 at Philadelphia, PA. 1-25-92.

SEPTA crane #W-56 at Elmwood.

SEPTA crane #W-56 at Elmwood.

Motor flat # W-62 at Elmwood.

Motor flat # W-62 at Elmwood.

Kawasaki Streetcar

Line up of SEPTA Kawasaki cars at the Elmwood Avenue car barn in Philadelphia, PA. 1-25-92.

Line up of SEPTA Kawasaki cars at the Elmwood Avenue car barn in Philadelphia, PA. 1-25-92.

SEPTA Kawasaki car #9003 departs the Elmwood depot, 5-7-95.

SEPTA Kawasaki car #9003 departs the Elmwood depot, 5-7-95.

SEPTA Kawasaki car #9023 at Philadelphia, PA.

SEPTA Kawasaki car #9023 at Philadelphia, PA.

SEPTA Kawasaki car at 49th Street & Woodland Avenue in West Philadelphia, PA in 1992.

SEPTA Kawasaki car at 49th Street & Woodland Avenue in West Philadelphia, PA in 1992.

AEM-7

SEPTA AEM-7 #2304 laying over for the weekend at Trenton, NJ. 2-9-02.

SEPTA AEM-7 #2304 laying over for the weekend at Trenton, NJ. 2-9-02.

SEPTA AEM-7 #2307 at Conshohocken, PA in 1992.

SEPTA AEM-7 #2307 at Conshohocken, PA in 1992.

Interior of the cab of SEPTA AEM-7 #2307.

Interior of the cab of SEPTA AEM-7 #2307.

SEPTA AEM-7 2307 in the yard at West Trenton NJ. It will soon power a fan trip excursion around the Philadelphia area. 3-29-92.

SEPTA AEM-7 2307 in the yard at West Trenton NJ. It will soon power a fan trip excursion around the Philadelphia area. 3-29-92.

The Philadelphia Chapter NRHS arranged this over & under shot of SEPTA AEM-7 #2307 & P&W N-5 #451 at Norristown, PA on March 29, 1992.

The Philadelphia Chapter NRHS arranged this over & under shot of SEPTA AEM-7 #2307 & P&W N-5 #451 at Norristown, PA on March 29, 1992.

AEM-7 2307 at West Trenton, NJ.

AEM-7 2307 at West Trenton, NJ.

SEPTA Regional Rail:

Blueliner

SEPTA Ex-Reading Blueliner MU train on a Philadelphia Chapter NRHS special during a photo stop at Glenside, PA on June 5,1988.

SEPTA Ex-Reading Blueliner MU train on a Philadelphia Chapter NRHS special during a photo stop at Glenside, PA on June 5,1988.

SEPTA Blueliner #9128 at Wissahickon, PA. Number 9128 has been preserved by the Reading Technical and Historical Society at Hamburg, PA. According to their website this MU, Reading Class EPb was built as an 80 seat steel coach by Harlan & Hollingsworth (subsidiary of Bethlehem Steel) in 1932 and converted into a MU trailer.

SEPTA Blueliner #9128 at Wissahickon, PA. Number 9128 has been preserved by the Reading Technical and Historical Society at Hamburg, PA. According to their website this MU, Reading Class EPb was built as an 80 seat steel coach by Harlan & Hollingsworth (subsidiary of Bethlehem Steel) in 1932 and converted into a MU trailer.

SEPTA Ex-Reading class EPb Blueliner MU #9116 in 1988.

SEPTA Ex-Reading class EPb Blueliner MU #9116 in 1988.

The engineer's Controls of SEPTA Blueliner MU #9119.

The engineer’s Controls of SEPTA Blueliner MU #9119.

Inside Blueliner MU #9114.

Inside Blueliner MU #9114.

SEPTA Blueliners on a fan trip passing the Ex-PRR interlocking tower at Overbrook, PA on the famed Pennsy Mainline. 6-5-88.

SEPTA Blueliners on a fan trip passing the Ex-PRR interlocking tower at Overbrook, PA on the famed Pennsy Mainline. 6-5-88.

SEPTA Blueliner #9129 at Elm Street Station in Norristown, PA in 1989.

SEPTA Blueliner #9129 at Elm Street Station in Norristown, PA in 1989.

SEPTA Blueliner #9129 at Elm Street Station in Norristown, PA in 1989.

SEPTA Blueliner #9129 at Elm Street Station in Norristown, PA in 1989.

Blueliner #9129 departs from the upper level of 30th Street Station Philadelphia, PA.

Blueliner #9129 departs from the upper level of 30th Street Station Philadelphia, PA.

Silverliners

A train of SEPTA Silverliner IV MUs departs Cornwall Heights, PA. 1-10-10.

A train of SEPTA Silverliner IV MUs departs Cornwall Heights, PA. 1-10-10.

SEPTA Silverliner II #9004 (Ex-RDG) at the Philadelphia Airport Station in 1988.

SEPTA Silverliner II #9004 (Ex-RDG) at the Philadelphia Airport Station in 1988.