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

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Spring Forward

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

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

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

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

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

-David Sadowski

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

Fairmount Park Transit open car 18 at the car barn.

Fairmount Park Transit open car 18 at the car barn.

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

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

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

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

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

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

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

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

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

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

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

Images From the Wien-Criss Archive

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

From the Collections of William Shapotkin

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

CTA 6153. (William Shapotkin Collection)

CTA 6153. (William Shapotkin Collection)

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

Bill Shapotkin writes:

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

Railroad Record Club News

From Kenneth Gear:

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

Recent Correspondence

Barry Shanoff writes:

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

Thanks for writing.

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

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

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

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

Charlie Vlk writes:

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

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

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

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

Thanks very much for sharing these links!

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

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

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

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

Jack Bejna writes:

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

More CA&E images to come!

Tony Waller writes:

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

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

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

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

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

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

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

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

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

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

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

Our resident South Side expert M. E. writes:

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

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

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

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

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

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

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

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

George Trapp writes:

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

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

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

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

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

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

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

Adam Platt writes:

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

You’re welcome!

Wally Weart writes:

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

Thanks!!

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

-David Sadowski

Chicago Trolleys

On the Cover: Car 1747 was built between 1885 and 1893 by the Chicago City Railway, which operated lines on the South Side starting in April 1859. This is a single-truck (one set of wheels) open electric car; most likely a cable car, retrofitted with a trolley and traction motor. The man at right is conductor William Stevely Atchison (1861-1921), and this image came from his granddaughter. (Courtesy of Debbie Becker.)

On the Cover: Car 1747 was built between 1885 and 1893 by the Chicago City Railway, which operated lines on the South Side starting in April 1859. This is a single-truck (one set of wheels) open electric car; most likely a cable car, retrofitted with a trolley and traction motor. The man at right is conductor William Stevely Atchison (1861-1921), and this image came from his granddaughter. (Courtesy of Debbie Becker.)

Check out our new book Chicago Trolleys. Signed copies are available through our Online Store.

This book makes an excellent gift and costs just $17.99 plus shipping. That’s $4.00 off the list price.

Help Support The Trolley Dodger

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A Shoebox Full of Dreams

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

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

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

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

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

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

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

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

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

-David Sadowski

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

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

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

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

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

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

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

A photo stop on a steam excursion, May 1961.

A photo stop on a steam excursion, May 1961.

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

More steam fantrip action.

More steam fantrip action.

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

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

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

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

The Mt. Washington Cog Railway still operates.

The Mt. Washington Cog Railway still operates.

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

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

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

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

CTA 6000s interior, December 22, 1976.

CTA 6000s interior, December 22, 1976.

Central City, Colorado, August 15, 1977.

Central City, Colorado, August 15, 1977.

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

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

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

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

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

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

Chicago red Pullman 144 at IRM, 1970s.

Chicago red Pullman 144 at IRM, 1970s.

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

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

Chicago postwar PCC 4391 at IRM in September 1975.

Chicago postwar PCC 4391 at IRM in September 1975.

Chicago postwar PCC 4391 at IRM in September 1975.

Chicago postwar PCC 4391 at IRM in September 1975.

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

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

Los Angeles streetcar 665 at Perris, California.

Los Angeles streetcar 665 at Perris, California.

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

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

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

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

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

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

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

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

SF cable car 4 on May 27, 1974.

SF cable car 4 on May 27, 1974.

SF cable car 4 on May 27, 1974.

SF cable car 4 on May 27, 1974.

BART on May 27, 1974.

BART on May 27, 1974.

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

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

BART at Balboa Park on May 27, 1974.

BART at Balboa Park on May 27, 1974.

BART at Balboa Park on May 27, 1974.

BART at Balboa Park on May 27, 1974.

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

Toronto PCC 4394 on October 25, 1973.

Toronto PCC 4394 on October 25, 1973.

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

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

The East Troy Trolley Museum, June 23, 1974.

The East Troy Trolley Museum, June 23, 1974.

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

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

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

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

Chattanooga, Tennessee on June 2, 1974.

Chattanooga, Tennessee on June 2, 1974.

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

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

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

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

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

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

Steam at Union, Illinois, August 8, 1976.

Steam at Union, Illinois, August 8, 1976.

The Burlington Zephyr at IRM, 1976.

The Burlington Zephyr at IRM, 1976.

IRM, August 8, 1976.

IRM, August 8, 1976.

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

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

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

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

Illinois Terminal cars at IRM, July 1977.

Illinois Terminal cars at IRM, July 1977.

IRM, June 23, 1974.

IRM, June 23, 1974.

IRM, June 23, 1974.

IRM, June 23, 1974.

Illinois Terminal cars at IRM, June 23, 1974.

Illinois Terminal cars at IRM, June 23, 1974.

IRM, August 8, 1976.

IRM, August 8, 1976.

IRM, September 1975.

IRM, September 1975.

IRM, August 8, 1976.

IRM, August 8, 1976.

IRM, August 8, 1976.

IRM, August 8, 1976.

IRM, August 8, 1976.

IRM, August 8, 1976.

IRM, September 1975.

IRM, September 1975.

Recent Finds

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

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

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

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

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

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

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

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

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

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

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

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

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

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

Recent Correspondence

Jack Bejna writes:

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

Jack continues:

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

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

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

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

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

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

CA&E 129.

CA&E 129.

CA&E 130.

CA&E 130.

CA&E 133.

CA&E 133.

CA&E 134.

CA&E 134.

CA&E 137.

CA&E 137.

CA&E 138.

CA&E 138.

CA&E 139.

CA&E 139.

CA&E 140.

CA&E 140.

CA&E 141 at Batavia Junction.

CA&E 141 at Batavia Junction.

CA&E 142 at the Wheaton Shops.

CA&E 142 at the Wheaton Shops.

CA&E 143.

CA&E 143.

CA&E 144.

CA&E 144.

Our New Book Chicago Trolleys— Now In Stock!

On the Cover: Car 1747 was built between 1885 and 1893 by the Chicago City Railway, which operated lines on the South Side starting in April 1859. This is a single-truck (one set of wheels) open electric car; most likely a cable car, retrofitted with a trolley and traction motor. The man at right is conductor William Stevely Atchison (1861-1921), and this image came from his granddaughter. (Courtesy of Debbie Becker.)

On the Cover: Car 1747 was built between 1885 and 1893 by the Chicago City Railway, which operated lines on the South Side starting in April 1859. This is a single-truck (one set of wheels) open electric car; most likely a cable car, retrofitted with a trolley and traction motor. The man at right is conductor William Stevely Atchison (1861-1921), and this image came from his granddaughter. (Courtesy of Debbie Becker.)

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

Overview

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

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

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

Product Details

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

Meet the Author

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

Images of Rail

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

The book costs just $21.99 plus shipping.

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

We appreciate your business!

For Shipping to US Addresses:

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For Shipping Elsewhere:

NEW – Chicago Trolleys Postcard Collection

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

The Postcards of America Series

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

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

Pre-Order your Chicago Trolleys Postcard Pack today!

For Shipping to US Addresses:

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For Shipping Elsewhere:

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Help Support The Trolley Dodger

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This is our 195th 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 322,000 page views, for which we are very grateful.

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Recent Finds, 8-16-2017

Chicago Aurora & Elgin wood car 301 sports a new paint job at Wheaton Yard in August 1959, two years after the end of passenger service. It sits forlornly while waiting for a buyer that never came. Fortunately, some other cars were saved.

Chicago Aurora & Elgin wood car 301 sports a new paint job at Wheaton Yard in August 1959, two years after the end of passenger service. It sits forlornly while waiting for a buyer that never came. Fortunately, some other cars were saved.

We have been hard at work since our last post. Here are lots of great, classic pictures for your consideration.

In addition, we have new CD titles, which include about six hours of classic train audio. This means we have now digitized the complete Railroad Record Club collection and have made these long out-of-print recordings available to a new generation of fans. For each hour of CD audio, there is at least 10 hours of work involved. I hope that you will enjoy the results.

Our new book Chicago Trolleys is now 100% finished and has gone to press. There is also a set of 15 postcards available for a very reasonable price, using selected images from the book. The details are at the end of this post.

Enjoy!

-David Sadowski

CTA one-man streetcar 3144 heads east on Route 16 - Lake Street somewhere between Laramie and Pine Street, while a two-car train of 400-series "L" cars runs at ground level parallel to the streetcar. The time must be near the end of red car service here, which was May 30, 1954, as that is a 1953 or 1954 Cadillac at left. The C&NW signal tower on the embankment is still there today, at about Pine Street, which is where streetcars crossed the "L" to run north of the embankment for a few blocks before terminating at Austin Boulevard, the city limits.

CTA one-man streetcar 3144 heads east on Route 16 – Lake Street somewhere between Laramie and Pine Street, while a two-car train of 400-series “L” cars runs at ground level parallel to the streetcar. The time must be near the end of red car service here, which was May 30, 1954, as that is a 1953 or 1954 Cadillac at left. The C&NW signal tower on the embankment is still there today, at about Pine Street, which is where streetcars crossed the “L” to run north of the embankment for a few blocks before terminating at Austin Boulevard, the city limits.

CTA 1777 is on Lake Street heading east near Laramie, next to the ramp that once took the Lake Street "L" up to steel structure. A few of the older red trolleys were repainted in this color scheme by CTA, but I don't know anyone who found this very attractive when compared to what it replaced. The total distance where streetcars and "L" cars ran side-by-side was only a few blocks.

CTA 1777 is on Lake Street heading east near Laramie, next to the ramp that once took the Lake Street “L” up to steel structure. A few of the older red trolleys were repainted in this color scheme by CTA, but I don’t know anyone who found this very attractive when compared to what it replaced. The total distance where streetcars and “L” cars ran side-by-side was only a few blocks.

The same location today, at about 5450 West Lake Street.

The same location today, at about 5450 West Lake Street.

A two-car train of CTA 4000s at the west end of the Lake Street "L" in Forest Park. This picture was probably taken circa 1961-62, since you can see that at right, work is already underway on expanding the embankment to create space for a rail yard. On October 28, 1962, the out end of Lake was relocated to the C&NW embankment at left.

A two-car train of CTA 4000s at the west end of the Lake Street “L” in Forest Park. This picture was probably taken circa 1961-62, since you can see that at right, work is already underway on expanding the embankment to create space for a rail yard. On October 28, 1962, the out end of Lake was relocated to the C&NW embankment at left.

Here, we see the Garfield Park "L" temporary tracks on Van Buren at Loomis, looking east on July 1, 1956. Construction on the adjacent Congress Expressway (now Eisenhower) is pretty far along. This operation would continue until the opening of the Congress median line on June 22, 1958.

Here, we see the Garfield Park “L” temporary tracks on Van Buren at Loomis, looking east on July 1, 1956. Construction on the adjacent Congress Expressway (now Eisenhower) is pretty far along. This operation would continue until the opening of the Congress median line on June 22, 1958.

At left, we can see Chicago Pullman 225 under a makeshift shelter at the Seashore Trolley Museum. 225 went there in 1957, but offhand, I'm not sure when the UK double-decker tram made the trip across the Atlantic.

At left, we can see Chicago Pullman 225 under a makeshift shelter at the Seashore Trolley Museum. 225 went there in 1957, but offhand, I’m not sure when the UK double-decker tram made the trip across the Atlantic.

A night shot from the National Tramway Museum in Crich (UK), which is home to more than 60 trams built between 1900 and 1950.

A night shot from the National Tramway Museum in Crich (UK), which is home to more than 60 trams built between 1900 and 1950.

CTA's line car S-606 at the Dempster terminal of the Skokie Swift (today's Yellow Line). According to Don's Rail Photos, "S-606 was built by Cincinnati in January 1923, #2620, as Chicago North Shore & Milwaukee 606. In 1963 it became CTA S-606 and burned in 1978. The remains were sold to the Indiana Transportation Museum." (Photo by Bob Harris) Bob Harris adds, "By the way, the body of 606 is back in Illinois. When CLS&SB #73 comes out of the restoration shop, 606 goes in. We have the Cincinnati Car Company drawings. But since 606 was virtually destroyed in the November 26, 1977 fire, this will be more of a re-creation rather than a restoration."

CTA’s line car S-606 at the Dempster terminal of the Skokie Swift (today’s Yellow Line). According to Don’s Rail Photos, “S-606 was built by Cincinnati in January 1923, #2620, as Chicago North Shore & Milwaukee 606. In 1963 it became CTA S-606 and burned in 1978. The remains were sold to the Indiana Transportation Museum.” (Photo by Bob Harris) Bob Harris adds, “By the way, the body of 606 is back in Illinois. When CLS&SB #73 comes out of the restoration shop, 606 goes in. We have the Cincinnati Car Company drawings. But since 606 was virtually destroyed in the November 26, 1977 fire, this will be more of a re-creation rather than a restoration.”

Here, we are looking south on State Street from Monroe in 1942. Construction of the State Street Subway is being finished up, with the construction of stairway entrances. New streetcar tracks have been set in concrete, while it looks like some street paving work is still going on. The famous Palmer House is at left. There are a few references to WWII visible, meaning this picture was taken after Pearl Harbor. The subway was put into regular service on October 17, 1943.

Here, we are looking south on State Street from Monroe in 1942. Construction of the State Street Subway is being finished up, with the construction of stairway entrances. New streetcar tracks have been set in concrete, while it looks like some street paving work is still going on. The famous Palmer House is at left. There are a few references to WWII visible, meaning this picture was taken after Pearl Harbor. The subway was put into regular service on October 17, 1943.

A close-up of the previous picture.

A close-up of the previous picture.

This aerial view shows the old Main Chicago Post Office and the near west side in 1946, before work started on building the Congress Expressway (now Eisenhower), which now runs right through the center of the building. That will give you an idea of just what a massive project this was. The old Metropolitan "L", parts of which were displaced by the highway, has already curved off to the left, where it can be seen crossing the Union Station train sheds. Two side-by-side bridges carried the four tracks over the Chicago River. Then, tracks split, one part going to the Wells Street Terminal, the other continuing to a connection with the Loop structure at Wells and Van Buren. Now, the CTA Blue Line subway goes underneath the post office and river.

This aerial view shows the old Main Chicago Post Office and the near west side in 1946, before work started on building the Congress Expressway (now Eisenhower), which now runs right through the center of the building. That will give you an idea of just what a massive project this was. The old Metropolitan “L”, parts of which were displaced by the highway, has already curved off to the left, where it can be seen crossing the Union Station train sheds. Two side-by-side bridges carried the four tracks over the Chicago River. Then, tracks split, one part going to the Wells Street Terminal, the other continuing to a connection with the Loop structure at Wells and Van Buren. Now, the CTA Blue Line subway goes underneath the post office and river.

A close-up of the previous picture shows the Met "L" in greater detail. An eastbound two-car "L" train and a red CSL streetcar are visible.

A close-up of the previous picture shows the Met “L” in greater detail. An eastbound two-car “L” train and a red CSL streetcar are visible.

In this picture, it looks like the Congress Expressway (now Eisenhower) has just opened, which would date the picture to November 1960. We are looking east near Oak Park Avenue. Many things are unfinished, and traffic is limited to two lanes in each direction (and already very crowded). According to Graham Garfield's excellent web site, the new Oak Park station opened on March 19, 1960, and the station house was finished on March 27, 1961.

In this picture, it looks like the Congress Expressway (now Eisenhower) has just opened, which would date the picture to November 1960. We are looking east near Oak Park Avenue. Many things are unfinished, and traffic is limited to two lanes in each direction (and already very crowded). According to Graham Garfield’s excellent web site, the new Oak Park station opened on March 19, 1960, and the station house was finished on March 27, 1961.

Chicago, North Shore & Milwaukee car 772 in 1959 at the barn lead to the Harrison Street Shops in Milwaukee..

Chicago, North Shore & Milwaukee car 772 in 1959 at the barn lead to the Harrison Street Shops in Milwaukee..

North Shore Line car 158 is a northbound Waukegan Express on the Shore Line Route at North Chicago, July 4, 1949. This was the also date of an Electric Railroaders Association (ERA) fantrip. 158 was built by Brill in 1915.

North Shore Line car 158 is a northbound Waukegan Express on the Shore Line Route at North Chicago, July 4, 1949. This was the also date of an Electric Railroaders Association (ERA) fantrip. 158 was built by Brill in 1915.

North Shore Line city streetcar 356 in the 1940s. The consensus is this shows Waukegan, as there was no curve in Milwaukee that matches the buildings in this picture. Jerry Wiatrowski adds, "This is in Waukegan! The photographer is standing on the South side of Belvidere Street looking East/Northeast. The Westbound streetcar is turning off of Marion Street (now South Genesee Street) and will shortly turn right onto South Genesee Street as it travels North thru the center of downtown Waukegan. If I recall correctly, the “s-curve” this streetcar is on was known as “Merchants curve”. The sailors that can be seen in the windows of the car are going to downtown Waukegan from the Great Lakes Naval Base, the South end of the streetcar line."

North Shore Line city streetcar 356 in the 1940s. The consensus is this shows Waukegan, as there was no curve in Milwaukee that matches the buildings in this picture. Jerry Wiatrowski adds, “This is in Waukegan! The photographer is standing on the South side of Belvidere Street looking East/Northeast. The Westbound streetcar is turning off of Marion Street (now South Genesee Street) and will shortly turn right onto South Genesee Street as it travels North thru the center of downtown Waukegan. If I recall correctly, the “s-curve” this streetcar is on was known as “Merchants curve”. The sailors that can be seen in the windows of the car are going to downtown Waukegan from the Great Lakes Naval Base, the South end of the streetcar line.”

Randolph Street looking east in the late 1940s. The RKO Palace Theatre, located at 151 West Randolph, is now the Cadillac Palace.

Randolph Street looking east in the late 1940s. The RKO Palace Theatre, located at 151 West Randolph, is now the Cadillac Palace.

CTA Pullman 106 at South Shops on September 10, 1952.

CTA Pullman 106 at South Shops on September 10, 1952.

A view of the north side of CTA's South Shops on September 10, 1952. In a previous post, we ran a picture of car 4001 taken on this trackage. That picture was taken in the 1930s, and by 1952 it appears one track had been taken out of service.

A view of the north side of CTA’s South Shops on September 10, 1952. In a previous post, we ran a picture of car 4001 taken on this trackage. That picture was taken in the 1930s, and by 1952 it appears one track had been taken out of service.

PS- Here is that photo of 4001, which we previously ran in our post More Chicago PCC Photos – Part Four (10-12-2015):

CSL 4001 may be on non-revenue trackage at the north end of South Shops. (Edward Frank, Jr. Photo)

CSL 4001 may be on non-revenue trackage at the north end of South Shops. (Edward Frank, Jr. Photo)

This picture was taken on September 9, 1952, looking north from the Main Street station on CTA's Evanston branch.

This picture was taken on September 9, 1952, looking north from the Main Street station on CTA’s Evanston branch.

On September 9, 1952, a southbound North Shore Line train, running via the Shore Line Route, stops at Foster Street in Evanston. Here, NSL had its own platform to keep passengers from transferring to the "L" without paying another fare. The stairs descended to a free area. It was not necessary to have a similar platform for northbound riders, as North Shore Line conductors would check tickets on the train.

On September 9, 1952, a southbound North Shore Line train, running via the Shore Line Route, stops at Foster Street in Evanston. Here, NSL had its own platform to keep passengers from transferring to the “L” without paying another fare. The stairs descended to a free area. It was not necessary to have a similar platform for northbound riders, as North Shore Line conductors would check tickets on the train.

A view from the 15th floor of the YMCA Hotel on Wabash Avenue on September 9, 1952.

A view from the 15th floor of the YMCA Hotel on Wabash Avenue on September 9, 1952.

Another view from the same location.

Another view from the same location.

From the door configuration, you can tell that this prewar Chicago PCC has been converted to one-man operation. It is running on Route 4 - Cottage Grove in this blow-up of the previous image.

From the door configuration, you can tell that this prewar Chicago PCC has been converted to one-man operation. It is running on Route 4 – Cottage Grove in this blow-up of the previous image.

CTA work car L-203 and various PCCs parked behind South Shops on September 10, 1952.

CTA work car L-203 and various PCCs parked behind South Shops on September 10, 1952.

A CSL trailer being used as an office at South Shops on September 10, 1952.

A CSL trailer being used as an office at South Shops on September 10, 1952.

Here, one-man car 3266 is on the south side (Route 67). The car is at Harvard, heading westbound, and I believe the destination sign reads 79th and California. On the other hand, our resident south side expert M. E. writes: "In pict662.jpg , your caption says "I believe the destination sign reads 79th and California." No, it is 71st and California. Route 67 was known as 67th-69th-71st; abbreviated, just 69th, because that was the longest stretch. In fact, you might want to revise the caption to note that the photo is at 69th and Harvard."

Here, one-man car 3266 is on the south side (Route 67). The car is at Harvard, heading westbound, and I believe the destination sign reads 79th and California. On the other hand, our resident south side expert M. E. writes: “In pict662.jpg , your caption says “I believe the destination sign reads 79th and California.” No, it is 71st and California. Route 67 was known as 67th-69th-71st; abbreviated, just 69th, because that was the longest stretch. In fact, you might want to revise the caption to note that the photo is at 69th and Harvard.”

69th and Harvard today, looking east.

69th and Harvard today, looking east.

CTA 6193, a "169" or Broadway-State car, was built by Cummings in 1923. It was converted to one-man operation in 1949 and has suffered some damage in this September 10, 1952 view at South Shops.

CTA 6193, a “169” or Broadway-State car, was built by Cummings in 1923. It was converted to one-man operation in 1949 and has suffered some damage in this September 10, 1952 view at South Shops.

CTA 4314 and 4304 on the west side of South Shops, September 10, 1952. On the other hand, M. E. writes: "In pict664.jpg, you say "on the west side of South Shops." No, this has to be the east side of South Shops. That's because South Shops was on the east side of Vincennes, so its west side faced Vincennes. There is no Vincennes in this photo." We were just going by the information written in the negative envelope that came with this image, which turns out to be incorrect. Gosh darn those out-of-town photographers!!

CTA 4314 and 4304 on the west side of South Shops, September 10, 1952. On the other hand, M. E. writes: “In pict664.jpg, you say “on the west side of South Shops.” No, this has to be the east side of South Shops. That’s because South Shops was on the east side of Vincennes, so its west side faced Vincennes. There is no Vincennes in this photo.” We were just going by the information written in the negative envelope that came with this image, which turns out to be incorrect. Gosh darn those out-of-town photographers!!

CTA 4314 and 4304 on the east side of South Shops, September 10, 1952.

CTA 4314 and 4304 on the east side of South Shops, September 10, 1952.

CTA prewar PCC 4047 and postwar car 7038 at South Shops on September 10, 1952.

CTA prewar PCC 4047 and postwar car 7038 at South Shops on September 10, 1952.

Two CTA freight locos at South Shops, September 10, 1952.

Two CTA freight locos at South Shops, September 10, 1952.

A CTA freight loco, possibly L-201, at South Shops on September 10, 1952.

A CTA freight loco, possibly L-201, at South Shops on September 10, 1952.

A CTA wood car at 42nd Place, end of the Kenwood branch, during the 1950s. (Walter Broschart Photo)

A CTA wood car at 42nd Place, end of the Kenwood branch, during the 1950s. (Walter Broschart Photo)

A two car train of singles just north of Main Street in Evanston. #27 is the lead car.

A two car train of singles just north of Main Street in Evanston. #27 is the lead car.

A CTA single-car unit under wire on the Evanston branch, just north of Main Street. This might be car 47.

A CTA single-car unit under wire on the Evanston branch, just north of Main Street. This might be car 47.

A CTA single-car unit heads south from Isabella on the Evanston branch, sometime between 1961 and 1973.

A CTA single-car unit heads south from Isabella on the Evanston branch, sometime between 1961 and 1973.

A train of 4000s, signed for Jackson Park via the Subway, in 1947. If I am reading the sign correctly, this is 31st Street, a station the CTA closed in 1949. There was also apparently a Chicago White Sox home game when this picture was taken. M. E. writes: "pict673.jpg features a Jackson Park train at 31st St. Notice three tracks. The middle track was used, although I am unsure under what circumstances. One possibility that comes to mind is that the Kenwood line (until it became a shuttle out of Indiana Ave.) ran on this trackage into the Loop and up to Wilson. The Kenwood was a local. The Englewood and Jackson Park trains sometimes bypassed the Kenwood locals using the middle track. There were switches up and down the line to enable moving to and from the middle track. Another possibility is that at one point the North Shore ran trains south as far as 63rd and Dorchester (1400 East) on the Jackson Park line. Perhaps some CNS&M trains used the middle track. One impossibility is that the Englewood and Jackson Park trains used the middle track the whole way from south of Indiana Ave. to the Loop. I say this was not possible because all the stations on this line were on the outer sides of the outside tracks. I don't recall any Englewood or Jackson Park trains running express on the middle track along this stretch. By the way, prior to the 1949 changes, only the Jackson Park line ran north to Howard. The Englewood ran to Ravenswood (to Lawrence and Kimball)."

A train of 4000s, signed for Jackson Park via the Subway, in 1947. If I am reading the sign correctly, this is 31st Street, a station the CTA closed in 1949. There was also apparently a Chicago White Sox home game when this picture was taken. M. E. writes: “pict673.jpg features a Jackson Park train at 31st St. Notice three tracks. The middle track was used, although I am unsure under what circumstances. One possibility that comes to mind is that the Kenwood line (until it became a shuttle out of Indiana Ave.) ran on this trackage into the Loop and up to Wilson. The Kenwood was a local. The Englewood and Jackson Park trains sometimes bypassed the Kenwood locals using the middle track. There were switches up and down the line to enable moving to and from the middle track.
Another possibility is that at one point the North Shore ran trains south as far as 63rd and Dorchester (1400 East) on the Jackson Park line. Perhaps some CNS&M trains used the middle track.
One impossibility is that the Englewood and Jackson Park trains used the middle track the whole way from south of Indiana Ave. to the Loop. I say this was not possible because all the stations on this line were on the outer sides of the outside tracks. I don’t recall any Englewood or Jackson Park trains running express on the middle track along this stretch.
By the way, prior to the 1949 changes, only the Jackson Park line ran north to Howard. The Englewood ran to Ravenswood (to Lawrence and Kimball).”

A close-up of the previous picture.

A close-up of the previous picture.

North Shore Line city streetcar 509 in August 1941. Don's Rail Photos says, "509 was built by St Louis Car in 1909. It was rebuilt to one man and transferred to Waukegan on November 3, 1922. It was used as a waiting room at 10th Street, North Chicago, for a short time in 1947, until a new station could be built at the truncated north end of the Shore Line Route. It was sold for scrap in 1949."

North Shore Line city streetcar 509 in August 1941. Don’s Rail Photos says, “509 was built by St Louis Car in 1909. It was rebuilt to one man and transferred to Waukegan on November 3, 1922. It was used as a waiting room at 10th Street, North Chicago, for a short time in 1947, until a new station could be built at the truncated north end of the Shore Line Route. It was sold for scrap in 1949.”

North Shore Line wood car 304, built by American Car in 1910, as it looked in June 1938. It became a sleet cutter in 1939 and was scrapped the following year.

North Shore Line wood car 304, built by American Car in 1910, as it looked in June 1938. It became a sleet cutter in 1939 and was scrapped the following year.

Gary Railways 19 at Indiana Harbor on May 1, 1938 during the very first fantrip of Central Electric Railfans' Association. This car was built by Cummings in 1927. (LaMar M. Kelley Photo)

Gary Railways 19 at Indiana Harbor on May 1, 1938 during the very first fantrip of Central Electric Railfans’ Association. This car was built by Cummings in 1927. (LaMar M. Kelley Photo)

Gary Railways 22 on May 10, 1940.

Gary Railways 22 on May 10, 1940.

Gary Railways 21 in 1938, signed for 22nd Avenue. It was built by Cummings in 1927.

Gary Railways 21 in 1938, signed for 22nd Avenue. It was built by Cummings in 1927.

Northern Indiana Railways 216 in South Bend, Indiana on June 25, 1939. The occasion was Central Electric Railfans' Association fantrip #9, which brought people here via the South Shore Line. This deck roof car was built by Kuhlman in 1923.

Northern Indiana Railways 216 in South Bend, Indiana on June 25, 1939. The occasion was Central Electric Railfans’ Association fantrip #9, which brought people here via the South Shore Line. This deck roof car was built by Kuhlman in 1923.

Gary Railways 5, a 1925 Kuhlman product, is shown at Indiana Harbor on May 1, 1938, date of the very first Central Electric Railfans' Association fantrip. (LaMar M. Kelley Photo)

Gary Railways 5, a 1925 Kuhlman product, is shown at Indiana Harbor on May 1, 1938, date of the very first Central Electric Railfans’ Association fantrip. (LaMar M. Kelley Photo)

Here, we see New Castle Electric Street Railway 352 in Grant Street at the Erie/B&O/P&LE station in New Castle, PA on August 24, 1941. This was a Birney car, a 1919 National product that, to these eyes, reminds me of the Osgood-Bradley Electromobiles of ten years later. All streetcar service in this area was discontinued on December 11, 1941. (W. Lupher Hay Photo)

Here, we see New Castle Electric Street Railway 352 in Grant Street at the Erie/B&O/P&LE station in New Castle, PA on August 24, 1941. This was a Birney car, a 1919 National product that, to these eyes, reminds me of the Osgood-Bradley Electromobiles of ten years later. All streetcar service in this area was discontinued on December 11, 1941. (W. Lupher Hay Photo)

The Queensboro Bridge trolley, which last ran on April 7, 1957, making it New York City's final (to date) streetcar. Our new audio collection has a "mystery track" on it that may or may not be the Queensboro Bridge trolley. You be the judge. It takes a serious railfan to distinguish an Osgood Bradley Electromobile, as we see here, from the very similar Brill Master Unit. Parts from sister car 601 are now being used to help the Electric City Trolley Museum Association restore Scranton Transit car 505.

The Queensboro Bridge trolley, which last ran on April 7, 1957, making it New York City’s final (to date) streetcar. Our new audio collection has a “mystery track” on it that may or may not be the Queensboro Bridge trolley. You be the judge.
It takes a serious railfan to distinguish an Osgood Bradley Electromobile, as we see here, from the very similar Brill Master Unit. Parts from sister car 601 are now being used to help the Electric City Trolley Museum Association restore Scranton Transit car 505.

Indianapolis Railways 175 was a Brill "Master Unit" built in 1934. These were among the last cars built by Brill prior to the pre-PCCs. Brill's idea behind the "Master Unit" was to create a standardized car, but as it turned out, no two orders placed were exactly alike.

Indianapolis Railways 175 was a Brill “Master Unit” built in 1934. These were among the last cars built by Brill prior to the pre-PCCs. Brill’s idea behind the “Master Unit” was to create a standardized car, but as it turned out, no two orders placed were exactly alike.

North Shore Line city streetcar 352 at Harrison Street Shops in Milwaukee, June 1941.

North Shore Line city streetcar 352 at Harrison Street Shops in Milwaukee, June 1941.

Philadelphia Suburban Transportation Co. (aka Red Arrow) 13, a 1949 product of St. Louis Car Co., in side-of-the-road operation on West Chester Pike, June 2, 1954. Buses replaced trolleys a few days later to allow for the widening of this important thoroughfare.

Philadelphia Suburban Transportation Co. (aka Red Arrow) 13, a 1949 product of St. Louis Car Co., in side-of-the-road operation on West Chester Pike, June 2, 1954. Buses replaced trolleys a few days later to allow for the widening of this important thoroughfare.

Here, Red Arrow 61 approaches the 69th Street Terminal in Upper Darby, sometime in the 1930s. Car 61 was a Brill product from about 1927. Note the man wearing a straw hat, which is something people used to do on hot days.

Here, Red Arrow 61 approaches the 69th Street Terminal in Upper Darby, sometime in the 1930s. Car 61 was a Brill product from about 1927. Note the man wearing a straw hat, which is something people used to do on hot days.

North Shore Line car 760 in Milwaukee. Don's Rail Photos says: "760 was built by Standard Steel Car Co in 1930. It was modernized in 1945 and rebuilt as (a) Silverliner on September 23, 1952." Since photographer LaMar M. Kelley died on January 5, 1948 (see below), this picture cannot be later than that date.

North Shore Line car 760 in Milwaukee. Don’s Rail Photos says: “760 was built by Standard Steel Car Co in 1930. It was modernized in 1945 and rebuilt as (a) Silverliner on September 23, 1952.” Since photographer LaMar M. Kelley died on January 5, 1948 (see below), this picture cannot be later than that date.

We don't often know much about the people who took some of these historic photographs. But here is an obituary of LaMar M. Kelley appeared in the February 1948 issue of Central Headlight, an employee publication of the New York Central railroad. I also found this online (even though it gets the date wrong): "Lamar M. Kelly (d. 1947) of Elkhart IN worked as a helper at the sand house and coal pockets at Elkhart . He was crippled by polio and devoted most his time to rail photography. He traded negatives with Jerry Best who considered Kelley's work to be of varied quality. Kelley died suddenly in a workplace accident in 1947. His negative collection was sold piecemeal." I object to the author's use of the word "crippled," which implies limitations in someone's life that are more than just physical disabilities. Personally, I think LaMar M. Kelley's photography was quite good, and that he led a life of great accomplishment in his 50 short years.

We don’t often know much about the people who took some of these historic photographs. But here is an obituary of LaMar M. Kelley appeared in the February 1948 issue of Central Headlight, an employee publication of the New York Central railroad. I also found this online (even though it gets the date wrong): “Lamar M. Kelly (d. 1947) of Elkhart IN worked as a helper at the sand house and coal pockets at Elkhart . He was crippled by polio and devoted most his time to rail photography. He traded negatives with Jerry Best who considered Kelley’s work to be of varied quality. Kelley died suddenly in a workplace accident in 1947. His negative collection was sold piecemeal.” I object to the author’s use of the word “crippled,” which implies limitations in someone’s life that are more than just physical disabilities. Personally, I think LaMar M. Kelley’s photography was quite good, and that he led a life of great accomplishment in his 50 short years.

"View of two passenger interurban cars on side track for local southbound loading at Edison Court, Waukegan, Ill. Note sign on post, "Save Your North Shore Line." Photo taken circa 1960 by Richard H. Young. Ultimately, these efforts failed, but the demise of the North Shore Line (and the Chicago Aurora & Elgin) helped spur the Federal Government into action to begin subsidizing transit across the country.

“View of two passenger interurban cars on side track for local southbound loading at Edison Court, Waukegan, Ill. Note sign on post, “Save Your North Shore Line.” Photo taken circa 1960 by Richard H. Young. Ultimately, these efforts failed, but the demise of the North Shore Line (and the Chicago Aurora & Elgin) helped spur the Federal Government into action to begin subsidizing transit across the country.

As new streetcar tracks are being laid in Milwaukee, it is important to know what we once had that was lost. Here, the North Shore Line terminal in downtown Milwaukee is being reduced to rubble in 1964, a year after passenger service ended. If only we could have found some way to keep what we had, we wouldn't now need to build so much. An important lesson in life-- it is better to create than it is to destroy.

As new streetcar tracks are being laid in Milwaukee, it is important to know what we once had that was lost. Here, the North Shore Line terminal in downtown Milwaukee is being reduced to rubble in 1964, a year after passenger service ended. If only we could have found some way to keep what we had, we wouldn’t now need to build so much. An important lesson in life– it is better to create than it is to destroy.

Recent Correspondence

Jack Bejna writes:

Here’s the latest. The Chicago Aurora & Elgin Railway ordered 5 cars to be built by the G C Kuhlman Car Company in 1909, numbered 311-315. The wood siding extended down to cover the previously exposed side sill channel, enhancing the look of these classic beauties.

The final wooden car order was placed with the Jewett Car Company in 1914 for six cars numbered 316-321. Car 318 was unique, with the sides being steel up to the belt line, the only wood car built this way. In the 1920s cars 319-321 were upgraded with more powerful motors and thereafter they were used together and/or with trailers.

I don’t know how you manage to put out an interesting, informative post every month, so thanks again for your website and all of the interesting stories within.

And we, in turn, really enjoy seeing these wonderful pictures that you have managed to make look better than ever, using all your skills and hard work.

Larry Sakar writes:

Hi Dave,

I just returned from my 6500 mile Amtrak trip to San Francisco, LA & Portland. I took the Hiawatha from Milwaukee to Chicago and connected to #5 the California Zephyr. Spent 2 days in SFO then took train 710 the San Joaquin to Bakersfield where they bus you to LA. The bus takes I-5 for most of the 100 mile trip to LA. As we got close to LA we were coming into Glendale and looking to my right I saw the abandoned PE r.o.w. where it crossed Fletcher Dr. There’s a picture that has been reproduced numerous times of a 3 car train of PCC’s crossing the bridge over Fletcher Dr. I thought the abandoned North Shore Line r.o.w. here in Milwaukee was high up but the PE r.o.w. is twice as high. The LA Downtown Hotel where I stayed was a block away from what used to be the Subway Terminal Bldg. at 4th & Hill.

When I was leaving the next day I rode the Red Cap’s motorized vehicle to the platform from the Metropolitan lounge. the lounge which is exclusively for 1st Class (sleeping car) passengers is on the second floor of LAUPT (Los Angeles Union Passenger Terminal). They travel down a ramp and in the process cross the light rail tracks. We had to stop at the crossing for the passage of a Gold Line train headed to Pasadena and Cucamonga. Bit by bit LA is rebuilding the PE at a cost of billions! So far lines to Long Beach, Pasadena and Santa Monica have been rebuilt. Light rail has become very big in LA.

Two days later on my way back to Portland Union Station my taxi was traveling eight alongside a Portland MAX light rail train. In SFO the F-Line streetcars to Fisherman’s Wharf were packed to the rafters. Articulated buses were operating in place of the JKLM & N light rail lines that run in the Market St. subway. The new cars that are replacing the present BREDA cars were being tested. Saw BART when the Zephyr stopped in Richmond, CA. I know they have new cars coming but they don’t appear to be there as yet. BART is experiencing a significant increase in crime on its lines. Same holds true for Portland. In fact the Portland city council voted to ban anyone convicted of a serious crime on any of its light rail lines, buses or the Portland streetcar for life.

Coming home from Portland on the Portland section of the Empire Builder we heard that the previous day’s train was hit at a crossing (don’t know where) by a water truck. The 24 year old driver smashed thru the crossing gates and slammed into the second Genesis engine destroying it, the baggage car and part of the Superliner crew car behind it. No one was injured, luckily. The cause of the accident was the truck driver texting on his cell phone and not paying attention to driving. He’ll have lots of time to text now as I’m sure he’ll be fired. He’ll lose his CDL (Commercial Drivers License) and I’m sure the trucking company’s insurance carrier will be suing him for the damages they have to pay to Amtrak.

The day I was heading up the California coast from LA to Portland our train was held for almost an hour at LA for late connecting San Diego to LA (Pacific Surfliner) train 763 which is a guaranteed connection to #14. The train hit and killed some guy who was walking on the tracks north of San Diego and south of San Juan Capistrano.

It was a great trip and I’d do it again in a heartbeat.

Thanks for sharing!

FYI, Larry Sakar comments:

Hi Dave,

Fantastic posts! Those poor CA&E cars died a slow death rotting away in Wheaton yards until everything was finally scrapped in 1961.

I enjoyed the aerial shots of Canal St. station on the Metropolitan “L” (CTA). It’s not a station that seems to have been photographed a lot but there is a giant wall-sized shot of it on display in the Clinton St. CTA blue line subway station which replaced it. In the days of the “Met” there was a passageway from the south end of Union Station to the “L”. It’s still there and I understand it leads to the present day parking garage south of the station.

In the caption for that shot of the 2 car train of 4000’s on the Lake St. “L”, I don’t think the Lake St. “L” goes to Forest Park. The Green Line as it’s known today ends in Oak Park unless it’s been extended.

Looking at that North Shore Line city car photo I’d guess that is somewhere in Waukegan – Merchant’s curve perhaps? The only place in Milwaukee that had that kind of a curve was where the NSL went between 5th & 6th Sts. None of the buildings in this photo seem to match the ones that were along that curve. The curve was reconstructed after the NSL quit and is now the way you get on to southbound I-94 at Greenfield Ave. The factory building seen in so many of the photos of NSL trains on that curve still stands. Some sort of auto repair facility has been built in front of it. I just rode over that curve last Saturday in the taxi that was taking me home from the Milwaukee Intermodal station downtown. Here’s a Bob Genack photo I have showing that curve. Larry Sakar

Thanks… actually, the Lake Street “L” ground-level operation did cross Harlem Avenue into Forest Park, and there was actually a station there a short distance west which was technically the end of the line.  But few people got on there, the great majority using Marion Street instead.  The Harlem station on the embankment has entrances at Marion and on the west side of Harlem, and thus serves both Oak Park and Forest Park.

An Early History of the Railroad Record Club

Kenneth Gear and I have some new theories about the early history of the Railroad Record Club. This is based on careful study of the new material featured in our recent post Railroad Record Club Treasure Hunt (July 30, 2017).

One of the homemade 78 rpm records Ken recently bought was marked as having William A. Steventon‘s first recordings. These were dated March 24, 1953.

In a 1958 newspaper interview, Steventon said his wife had given him a tape recorder for Christmas in 1953. He probably meant to say 1952, and it took him a few months to get used to operating it.

Steventon always said that the club started in 1953. However, this seemed odd since he did not issue his first 10″ 33 1/3 rpm records until some years later. The 36 numbered discs came out at the rate of four per year from 1958 through 1966.

There was an Introductory Record, which was probably issued in 1957, and a few “special” releases, the most notable of which (SP-4) documents an entire 1962 trip of the South South Shore Line in real time on three 12″ discs as a box set. That was Steventon’s masterpiece.

In 1967, RCA Custom Records closed up shop, and it was not until some years later that Steventon began reissuing some of his recordings on 12″, using a different pressing plant in Nashville. But what was the Railroad Record Club doing from 1953 through 56?

Apparently, during those years, Steventon was distributing 78 rpm records made using a portable disc cutter. These had been available for home use starting in about 1929, and were often used to record things off the radio.

A few enterprising individuals like the late Jerry Newman took such machines to jazz clubs. This is how he made several recordings of Charlie Christian jamming at Minton’s Playhouse in Harlem in 1941.

In similar fashion, a portable disc cutter was used to record Duke Ellington and his Orchestra in Fargo, North Dakota in 1940. You can read about that here.

While Steventon was using a tape recorder, made portable by being hooked up to an auto battery, tape was not yet an effective way to distribute recordings in 1953. Very few people had such machines.

But most people did have record players, and the standard format of the time was 78 rpm, which yielded at most five minutes per side on 10″ aluminum discs covered with acetate. “Long Playing” 33 1/3 rpm records were a new format, just beginning to gain popularity.

No doubt Steventon dated the RRC’s beginnings to 1953, since that is when he began making recordings, but it is alsolikely that is when he started distributing them. Using a homemade disc cutter meant the records were made in real time. As things gained in popularity, this would have taken up more and more of his time.

To distill much longer recordings to fit the five minute limit, Steventon spliced together all sorts of bits and pieces, and recorded brief introductions later, to tell listeners what they were about to hear.

Some of the homemade discs that Ken purchased have numbers on them. Others have stamped titles, which would indicate to me that Steventon was making them in quantity, and had rubber stamps made for the most popular titles.

These early records were distributed using a number sequence that is totally different than the later one adopted for the 10″ records issued in 1958 or later. Here is a partial list of these early releases:

01. Potomac Edison (aka Hagerstown & Frederick)
02. Shenandoah Central
03. Capital Transit
04. Johnstown Traction
05. Altoona & Logan Valley
06. Baltimore & Ohio
07. Shaker Heights Rapid Transit
08. Claude Mahoney Radio Program about NRHS fantrip (1953)
09. Pennsylvania Railroad
10. Nickel Plate Road
11. St. Louis Public Service
15. Baltimore Transit
16. Norfolk & Western
17. Western Maryland Railway
22. East Broad Top
24. Chicago & Illinois Midland

In this period (1953-55), Steventon was living in Washington, D.C., so many of his recordings were made in that area. He was originally from Mount Carmel, Illinois, which is near the Indiana border. That explains his Hoosier accent as heard on his introductions.

Over time, Steventon branched out, making recordings in other cities when he was on vacation. Regarding his traction recordings, he generally preferred to tape the older equipment, since these made all the right noises. It was more difficult to make successful recordings of PCC cars, since they were much quieter by design, but he did do some.

The success of these records surely inspired Steventon to have records made in quantity by a pressing plant, the RCA Custom Records Division. By 1957, the 33 1/3 rpm format had become the norm, and this permitted about 15 minutes per side on a 10″ record. The resulting disc could hold as much sound as three of the 78s, and weighed a lot less, saving on postage.

Eventually, Steventon began including detailed liner notes with his records, and largely abandoned the spoken introductions.

The 1958 newspaper article mentioned above said that Steventon had sold 1000 records in the previous year. Without his previous experience with homemade records, it is unlikely that Steventon would have records pressed commercially.

We have now cleaned up and digitized many of these early recordings, which are now available under the title Railroad Record Club Rarities. The Traction recordings fill two discs, and the Steam and Diesel tracks are on a single disc. More details are below.

Sometimes, in the absence of written records, or spoken introductions, it is only possible to identify certain recordings through a bit of detective work. As an example, on one recording, the only clues we have are Steventon’s brief mention of riding cars 80 and 83.

This narrows down considerably the list of possible locations. The most likely is the Philadelphia Suburban Transporation Company, also known as the Red Arrow Lines. Cars 80 and 83, which fortunately have survived, were 1932 Brill-built “Master Units.”

We know that Steventon made recordings of similar cars. On one of the Altoona discs, he even refers to an Osgood Bradley Electromobile at one point as a “Master Unit.”

Car 80 still runs to this day at the Electric City Trolley Museum in Scranton, PA., so there are YouTube recordings that I compared with this one. They sound very much the same.

Finally, the Steventon recording shows cars 80 and 83 running at speed, frequently blowing the horn, very much in interurban mode. The longest Red Arrow route, and the most interurban in character, was the West Chester line, which was largely side-of-the-road operation along West Chester Pike.

The final trolley trips on West Chester took place on June 6, 1954. We have written about this before– see Red Arrow in West Chester, September 13, 2016. Buses replaced trolleys so that West chester Pike could be widened.

The National Railway Historical Society held a fantrip after the last revenue runs were made. We know that Steventon participated in NRHS events, since one of the 78 rpm records he distributed features a radio program that discusses a 1953 NRHS excursion.

So, the most logical conclusion is that this rare recording was made by Steventon in 1953 or 1954, and documents the Red Arrow line to West Chester. This recording is included on Railroad Record Club Rarities – Traction.

While we are happy to report that we have finally achieved our long-sought goal of digitizing the Railroad Record Club’s later output, it seems very likely there are still more of these early recordings waiting to be discovered.

-David Sadowski

Now Available on Compact Disc

RRC-RT
Railroad Record Club Rarities – Traction!
# of Discs – 2
Price: $19.95

Railroad Record Club Rarities – Traction!
These are rare recordings, which date to 1953-55 and predate the 10″ LPs later issued by the Railroad Record Club. Many are previously unissued, and some are available here in a different (and longer) format than later releases, often including William A. Steventon’s spoken introductions. We have used the best available sources, and while some recordings sound excellent, others have some imperfections. But all are rare, rare, rare!

Includes Altoona & Logan Valley, Baltimore Transit, Capital Transit (Washington D.C.), Johnstown Traction, Pennsylvania GG-1s, Potomac Edison (Hagerstown & Frederick), Red Arrow, St. Louis Public Service, Shaker Heights Rapid Transit, and South Shore Line Electric Freight.

Total time – 149:52


RRC-RSD
Railroad Record Club Rarities – Steam and Diesel!
# of Discs – 1
Price: $14.95

Railroad Record Club Rarities – Steam and Diesel
These are rare recordings, made by William A. Steventon between 1953 and 1955, and include his earliest recordings. These predate the regular output of the Railroad Record Club. Many are previously unissued, and some are available here in a different (and longer) format than later releases, often including William A. Steventon’s spoken introductions. In general, audio quality is good, but some recordings have imperfections. However, the best available sources have been used, and you won’t find them anywhere else. Much of this material has not been heard in over 60 years.

Includes: Baltimore & Ohio, Chicago & Illinois Midland, East Broad Top, Illinois Central, Nickel Plate road, Pennsylvania Railroad, Shenadoah Central, and even a 1953 radio broadcast by Claude Mahoney that discusses an NRHS fantrip.

Total time – 69:36


RRC #22 and 31
Buffalo Creek & Gauley
Sound Scrapbook – Steam!
# of Discs – 1
Price: $14.95

Railroad Record Club #22 and 31:

The Buffalo Creek and Gauley Railroad (BC&G) was a railroad chartered on April 1, 1904 and ran along Buffalo Creek in Clay County, West Virginia. The original Buffalo Creek and Gauley ended service in 1965.

The BC&G was one of the last all-steam railroads, never operating a diesel locomotive to the day it shut down in 1965. Its primary purpose was to bring coal out of the mountains above Widen to an interchange with the Baltimore and Ohio Railroad at Dundon. These recordings were made in 1960.

Sound Scrapbook – Steam! covers several different steam railroads, including Canadian National, National Railways of Mexico, McCloud River Railway, Union Pacific, Southern Pacific, Westside Lumber Company, Duluth Missabe & Iron Range, and Pickering Lumber Corp.

Total time – 62:43


RRC #32, Sampler for Years 3 & 4, and Steam Whistles and Bells
# of Discs – 1
Price: $14.95

RRC #32, Sampler for Years 3 & 4, and Steam Whistles and Bells
This disc features the New York Central, recorded in 1954-55. It’s mainly steam, but with some diesel. In addition, the Railroad Record Club Sampler for years 3 and 4 includes selections from discs 9 through 16. Finally, we have included a very rare circa 1955 recording, Steam Whistles and Bells, which covers several properties across the country.

Total time – 72:07


Pre-Order Our New Book Chicago Trolleys

On the Cover: Car 1747 was built between 1885 and 1893 by the Chicago City Railway, which operated lines on the South Side starting in April 1859. This is a single-truck (one set of wheels) open electric car; most likely a cable car, retrofitted with a trolley and traction motor. The man at right is conductor William Stevely Atchison (1861-1921), and this image came from his granddaughter. (Courtesy of Debbie Becker.)

On the Cover: Car 1747 was built between 1885 and 1893 by the Chicago City Railway, which operated lines on the South Side starting in April 1859. This is a single-truck (one set of wheels) open electric car; most likely a cable car, retrofitted with a trolley and traction motor. The man at right is conductor William Stevely Atchison (1861-1921), and this image came from his granddaughter. (Courtesy of Debbie Becker.)

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

Overview

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

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

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

Product Details

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

Meet the Author

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

Images of Rail

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

The book costs just $21.99 plus shipping. Shipping within the US is included in the price. Shipping to Canada is just $5 additional, or $10 elsewhere.

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

We appreciate your business!

For Shipping to US Addresses:

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NEW – Chicago Trolleys Postcard Collection

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

The Postcards of America Series

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

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

Pre-Order your Chicago Trolleys Postcard Pack today!

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This is our 191st 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 311,000 page views, for which we are very grateful.

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A Tale of Two Cities

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

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

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

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

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

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

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

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

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

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

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

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

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

Enjoy!

-David Sadowski

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

Chicago Area

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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