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)

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The Great Chicago Interurbans – Part Two (CNS&M)

This remarkable very early color picture shows NSL Birney car 332 and a variety of interurban cars in Milwaukee. In back, that’s car 300 in fantrip service. It was used by CERA as a club car circa 1939-42, which helps date the photo. Don’s Rail Photos: “332 was built by Cincinnati Car Co in December 1922, #2625. It was retired in 1947 and scrapped in April 1948… 300 thru 302 were built by Jewett in 1909 as mainline coaches. As the steel cars arrived, they were downgraded to local and school tripper service. In 1936 they became sleet cutters. In 1939 300 was turned over to the Central Electric Railfans’ Association as a private car. The ownership remained with the CNS&M, but the maintenance was taken over by CERA. During the war, with many members in service, CERA relinquished control, and the car was scrapped in 1947. 301 and 302 were retired in 1939 and scrapped in 1940.” CERA bulletins of the time say that fantrips, being non-essential travel were not allowed for much of the war, starting in 1942. By the time the war ended, car 300 had been stripped of some parts in order to keep other wood cars running. Several were sold to the Chicago, Aurora & Elgin in 1946. The North Shore Line had decided it no longer wanted to run wood cars in passenger service. Then, the 300 was vandalized and some windows were smashed. It was scrapped by CNS&M.

Today, we continue our look at the great Chicago interurbans* by featuring the North Shore Line. The Chicago, North Shore & Milwaukee last ran on January 21, 1963, just over 54 years ago.

This is widely considered the end of the Interurban Era.

But wait, there’s much more on offer in this, our 175th post. All of today’s black-and-white photos are scanned from the original negatives. This includes an original medium format neg taken by Edward Frank, Jr., which he traded with another collector. I don’t know what became of the rest of his negatives.

-David Sadowski

See our last post (January 28, 2017) for part one.

North Shore Line

<img class="size-large wp-image-9191" src="https://thetrolleydodger.files.wordpress.com/2017/01/dave588.jpg?w=665" alt="On a June 17, 1962 CERA fantrip, we see NSL car 744 posing for pictures on a section of track that was once part of the old Shore Line Route, abandoned in 1955. Don's Rail Photos: "744 was built by Pullman in 1928. It was modernized in 1940." We previously featured another picture taken at this location in our post More Color Restorations (August 9, 2016).” width=”665″ height=”407″ /> On a June 17, 1962 CERA fantrip, we see NSL car 744 posing for pictures on a section of track that was once part of the old Shore Line Route, abandoned in 1955. Don’s Rail Photos: “744 was built by Pullman in 1928. It was modernized in 1940.” We previously featured another picture taken at this location in our post More Color Restorations (August 9, 2016).

CNS&M wooden interurban car 303 in its days as a sleet cutter. Don’s Rail Photos: “303 thru 305 were built by American Car in 1910 and were almost identical. In 1939 they became sleet cutters and were retired and scrapped in 1940.”

CNS&M 704 getting washed at the Milwaukee terminal. Don’s Rail Photos: “704 was built by Cincinnati Car Co in May 1923, #2635.” (Walter Broschart Photo)

The information I received with this negative says that CNS&M 169 is a Special on the Shore Line Route in Wilmette in 1954. On the other hand, one of our long-time readers says this is actually Mundelein terminal on that branch line. Since this is apparently a fantrip car, the Shore Line Route sign may be incorrect. Don’s Rail Photos: “169 was built by Jewett in 1917.”

A not too sharp picture of a southbound train on the Shore Line Route at Wilmette.

A not too sharp picture of a southbound train on the Shore Line Route at Wilmette.

Richard H. Young took this picture on June 2, 1960 from the back of a moving North Shore car somewhere near Mundelein. We see a line car at work on the other track. One of our regular readers says that we are looking east toward South Upton tower, with Rt. 176 at left (north).

Richard H. Young took this picture on June 2, 1960 from the back of a moving North Shore car somewhere near Mundelein. We see a line car at work on the other track. One of our regular readers says that we are looking east toward South Upton tower, with Rt. 176 at left (north).

A close-up of the line car. Not sure whether this is the 604 or the 606.

A close-up of the line car. Not sure whether this is the 604 or the 606.

The same location today.

The same location today.

CNS&M 774 at the Milwaukee terminal. Don’s Rail Photos: “774 was built by Standard Steel Car Co in 1930, It was rebuilt as (a) Silverliner on May 9, 1950.” This photo appears to predate that.

CNS&M 761 at the Milwaukee terminal on May 29, 1950. Don’s Rail Photos: “761 was built by Standard Steel Car Co in 1930. It was modernized in 1949 and rebuilt as Silverliner in October 11, 1957.”

One of the two Electroliners passes a train of older cars in this wintry scene. Not sure of the exact location. The Electroliners entered service in 1941. Don Ross: “The Electroliner in the snow was at North Chicago. I have one similar from a different angle and no snow.” Jerry Wiatrowski: “The picture of the Southbound Electroliner is entering the curve to North Chicago Junction. The photographer is looking Northwest from North Chicago Junction. The bypass line continues South to the left.”

The same location today. We are looking north at about 2225 Commonwealth Avenue in North Chicago, IL. The cross-street, which was 22nd Street, is now Martin Luther King, Jr. Dr.

The same location today. We are looking north at about 2225 Commonwealth Avenue in North Chicago, IL. The cross-street, which was 22nd Street, is now Martin Luther King, Jr. Dr.

North Shore steeple cab 459 looks like it is backing up to connect with a couple of stalled cars. The information I got with this negative says this is Cudahy, Wisconsin in April 1954. That is just south of Milwaukee. However, it’s been pointed out to me that this municipality was a couple miles west of the right-of-way and the station in the picture looks more like Waukegan. Don’s Rail Photos: “459 was built by the SP&S in August 1941 as OERy 51. It was purchased by the North Shore in December 1947 and was completed as 459 on November 22, 1948.”

North Shore Birney car 335 in July 1947. Don’s Rail Photos: “335 was built by Cincinnati Car Co in December 1922, #2625. It was retired in 1947 and scrapped in April 1948.” The car is signed for Oklahoma Avenue in Milwaukee.

Car 409 on an early CERA fantrip, which may have been on June 4, 1939. It appears to be coupled to 716. The car at left may be 168. Car 255 is also supposed to have been used on that 1939 fantrip, but at that time, it was a full-length baggage car that had no seats and was often used to move musician’s instruments to and from Ravinia Park. The seats were not put in again until 1942. Don’s Rail Photos: “409 was built by Cincinnati Car in May 1923, #2465, as a dining car motor. In 1942 it was rebuilt as a coach and rebuilt as a Silverliner on March 30, 1955. Since it had no bulkhead between smoking and non-smoking sections, it was our favorite car to be used for meetings of the Milwaukee Division of the Electric Railroaders Association in Milwaukee. The North Shore was very cooperative in making sure that the car was in the location shown on meeting nights.”

I received no information with this negative, but this may show a bunch of North Shore Line cars in dead storage after the 1963 abandonment. Notice the destination sign is missing from combine 254. This car was not saved. Don’s Rail Photos: “254 was built by Jewett in 1917. The seating was changed to 28 on August 26, 1955.”

CNS&M 759 and train at South Upton on June 15, 1947. Don’s Rail Photos: “759 was built by Standard Steel Car Co in 1930. It was modernized in 1949.”

CNS&M 737 at Highwood in 1950. Don’s Rail Photos: “737 was built by Pullman in 1928. It was modernized in 1940 and rebuilt as Silverliner on June 30, 1950.” (Richard S. Short Photo)

CNS&M 739 near Glencoe. The date given is June 21, 1941; however, there was a CERA fantrip the following day, so the date may actually be June 22. The car is signed for charter service on the Shore Line Route. June 22, 1941 was also the day that Hitler invaded the Soviet Union. Don’s Rail Photos: “739 was built by Pullman in 1928. It was modernized in 1940 and rebuilt as (a) Silverliner on August 31, 1950.”

CNS&M 155 is a Skokie Valley Route Special at North Chicago on April 17, 1952. Don’s Rail Photos: “155 was built by Brill in 1915, #19605. It was damaged by fire at Highwood on August 11, 1955, and scrapped. One end from it was used to repair 735.”

South Shore Line

The other great Chicago interurban, of course, is the South Shore Line, which continues to operate between Chicago and South Bend, Indiana. We have just a couple vintage photos to show you today, but are sure to have more soon.

CSS&SB car 1 heads up a train at Randolph Street in downtown Chicago in 1946. Don’s Rail Photos: “1 was built by Pullman in 1926. It was later air-conditioned. It went to National Park Service in 1983 and (was) loaned to (the) Southern Michigan RR.” Spence Ziegler says, “The photo of CSS&SB #1 was more likely 1950-52; I have a slide from the Interurbans Slide set from 1983 showing #1 leaving Kensington in 1949 (on the rear of a train) still with the destination sign and train number sign on it’s end, though both were disused. Bill Wasik: “The CSS&SB car 1 at Randolph Street in downtown Chicago photo dated 1946 instead likely was taken between July 1952, when the giant Pabst sign on Randolph was dismantled, and mid-1953, when steel going up for the Prudential Building would have been visible in this view.”

CSS&SB freight motor 903 at Michigan City on July 17, 1956. Don’s Rail Photos: “903 was built by Baldwin-Westinghouse in September 1929, #61047, as IC 10001. It became CSS&SB 903 in July 1941.”

Chicago & West Towns Railways

The Chicago & West Towns Railways operated streetcars in Chicago’s western suburbs. But a 1942 Chicago guidebook referred to it as an “interurban,” probably referring to its longest and busiest line, which ran from Cicero to LaGrange and had sections of private right-of-way. Starting in 1934, it went to the Brookfield Zoo.

C&WT 163 at the Oak Park car barn on April 23, 1939. There was a CERA fantrip on the West Towns on this date. 163 was built by the Cummings Car Company in 1927. (LaMar M. Kelley Photo)

C&WT 163 at the Oak Park car barn on April 23, 1939. There was a CERA fantrip on the West Towns on this date. 163 was built by the Cummings Car Company in 1927. (LaMar M. Kelley Photo)

C&WT line car 15 at the Harlem and Cermak car barn. Don’s Rail Photos: “15 was built by Pullman Car in 1897 as Suburban RR 512. It was renumbered 515 and rebuilt as 15 in 1927. It was rebuilt in 1940 and scrapped in 1948.” (Edward Frank, Jr. Photo)

Edward Frank, Jr.'s famous bicycle, which appears in many of his pictures.

Edward Frank, Jr.’s famous bicycle, which appears in many of his pictures.

C&WT 146 at Lake and Austin, east end of the line. Riders could change across the street for a Chicago car. The Park Theater, at right, was showing Sutter's Gold, starring Edward Arnold. That film was released in 1936, which may be the date of this photo. This car was built by McGuire-Cummings in 1924.

C&WT 146 at Lake and Austin, east end of the line. Riders could change across the street for a Chicago car. The Park Theater, at right, was showing Sutter’s Gold, starring Edward Arnold. That film was released in 1936, which may be the date of this photo. This car was built by McGuire-Cummings in 1924.

C&WT 105, described as being tan in color, in front of the North Riverside car barn on April 28, 1939. (However, if the date was actually the 23rd, there was a CERA fantrip.) Don’s Rail Photos: “105 was built by McGuire-Cummings in 1915.” (Gordon E. Lloyd Photo) Gordon E. Lloyd grew up in the Chicago area and would have been 14 years old at the time. He later became a well-known railfan photographer and authored some books. He died aged 81 in 2006. Pretty good picture for a teenager!

C&WT 105 at Cermak and Kenton, probably in the late 1930s. This was the east end of the long LaGrange line and this car is signed for the Brookfield Zoo. Note the CSL car at rear. Riders could change here to go east on route 21 – Cermak. Don’s Rail Photos: “105 was built by McGuire-Cummings in 1915.”

Angel’s Flight

The Angel’s Flight Railway is a narrow gauge funicular in the Bunker Hill neighborhood in Los Angeles. A funicular is somewhat like an elevator that goes up the side of a hill; when one car goes up, the other goes down. I’ve been on three of these myself– two in Pittsburgh and one in Dubuque, Iowa.

Most of these have operated for over a century without major incidents, but Angel’s Flight has been plagued by bad luck for a long time. First, starting in the early 1960s, the area around it was slated for redevelopment, and the surrounding buildings were torn down. The hill it was on was partly leveled.

Fortunately, Angel’s Flight was disassembled after it stopped running in 1969, and put into storage. It was moved a half block south and reopened in 1996.

Unfortunately, there were some problems with how the thing was engineered as reconstructed, which led to some accidents. While Angel’s Flight has not run for a few years, these safety concerns have been addressed one by one, and now all that stands in the way of its reopening is the installation of an emergency walkway in case the thing breaks down on its 298-foot journey. Meanwhile, the not-for-profit group that operates it has to pay thousands of dollars each month for insurance.

Still, Angel’s Flight is an LA landmark and we hope that it will operate once again, and safely.

In the meantime, I was surprised to find it featured in a brief scene in the film La La Land. The two leads (Ryan Gosling and Emma Stone) are shown riding and kissing on the funicular.

Although Angel’s Flight is closed to the public, the operators thought it would be OK to use it in a film, and I’m sure they benefit a great deal from the publicity. But while they have been reprimanded (right now, no one is supposed to ride except employees), I am glad it appears in the film.

Angel’s Flight has been appearing in movies for nearly 100 years now. You can read an article about this here.

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Angel's Flight at its original location (3rd and Hill Streets) on July 5, 1962, before nearby buildings were torn down. (Leo Callos Photo)

Angel’s Flight at its original location (3rd and Hill Streets) on July 5, 1962, before nearby buildings were torn down. (Leo Callos Photo)

A view of Angel's Flight in 1964, showing the building at left demolished.

A view of Angel’s Flight in 1964, showing the building at left demolished.

A side view of Angel's Flight in 1964, after nearby buildings were being demolished. (Leo Callos Photo)

A side view of Angel’s Flight in 1964, after nearby buildings were being demolished. (Leo Callos Photo)

The Angel's Flight funicular on June 13, 1961. (George Basch Photo)

The Angel’s Flight funicular on June 13, 1961. (George Basch Photo)

Recent Correspondence

Jack Bejna writes:

I enjoy the Trolley Dodger immensely, especially anything CA&E! I grew up in Broadview and walked to Proviso High School every day along the CA&E right of way from 9th avenue to 5th Avenue. This month’s CA&E images are some that I haven’t seen before and are great, especially since they’re medium format images. I have a request….I would like to see a good image of the old dispatcher’s office (before it was repainted and the upper windows covered over. I’m sure someone took pictures of the office but I’ve never seen one.

Thanks for all you do; it sure makes my day!

I post these images practically as soon as I can buy them, but I can put this request in my next post, in hopes that someone might be able to help.

Glad you enjoy the blog.

Thanks David, I’ll be looking and hoping for a good shot. Again, thanks for all you do for us CA&E fanatics!

Bill Shapotkin writes:

Dave — in your January 2015 posting, this photo was included:

CTA 78 is shown at the east end of the Madison-Fifth shuttle in February, 1954. But wait-- wouldn't car 78 be on the Hammond, Whiting, and East Chicago? According to Alan R. Lind's CSL book, the CTA renumbered car 1780 to 78 in the waning days of red car service, in order to free up numbers in the 1780s for some buses. This was the only time a CSL streetcar was given a two-digit number, except for work cars. That's one school of thought. On the other hand, the number on the side of this car looks like 1781, and according to Andre Kristopans, it was still 1781 when scrapped. It may in fact not be a renumbering at all, just a case where either the car's paint got touched up and obscured part of the number, or part of the number fell off and did not get replaced, since red car service was ending in a few months anyway. At left in the background you can see Fohrman Motors, a Chicago car dealer from 1912 to 1979. Three people were killed at the dealership by a disgruntled customer on January 7, 1966. The neighborhood, not far from the construction site for the Congress (now Eisenhower) expressway, is already showing signs of urban decay. We discuss this in our post Some Thoughts on “Displaced” (August 30, 2016).

CTA 78 is shown at the east end of the Madison-Fifth shuttle in February, 1954. But wait– wouldn’t car 78 be on the Hammond, Whiting, and East Chicago? According to Alan R. Lind’s CSL book, the CTA renumbered car 1780 to 78 in the waning days of red car service, in order to free up numbers in the 1780s for some buses. This was the only time a CSL streetcar was given a two-digit number, except for work cars.
That’s one school of thought. On the other hand, the number on the side of this car looks like 1781, and according to Andre Kristopans, it was still 1781 when scrapped. It may in fact not be a renumbering at all, just a case where either the car’s paint got touched up and obscured part of the number, or part of the number fell off and did not get replaced, since red car service was ending in a few months anyway.
At left in the background you can see Fohrman Motors, a Chicago car dealer from 1912 to 1979. Three people were killed at the dealership by a disgruntled customer on January 7, 1966. The neighborhood, not far from the construction site for the Congress (now Eisenhower) expressway, is already showing signs of urban decay. We discuss this in our post Some Thoughts on “Displaced” (August 30, 2016).

Your caption read (in part):

“CTA 78 is shown at the east end of the Madison-Fifth shuttle in February, 1954. But wait– wouldn’t car 78 be on the Hammond, Whiting, and East Chicago? In actuality, I think this is car 1781. Perhaps part of the number has fallen off”

Well, I have an explanation (courtesy of Roy Benedict — who seems to recall that he heard this from Glen Anderson). It JUST SO HAPPENED, both car #1781 AND bus #1781 were assigned to Kedzie station at the time. To avoid confusion, the decals for the digit”1″ were removed off the streetcar — thus avoiding any confusion. Roy had ridden car #78 on the Fifth Ave Shuttle on at least two occasions (and noticed the strange two-digit car number) — only to find out years later (again, he recalls that it was via Glen) as to the reason.

That’s great to know, thanks. I recently bought another copy of the Lind book, and while it does mention the renumbering, offers no explanation. (I have owned several copies of Chicago Surface Lines, An Illustrated History over the years, but have given some of them away, and other copies are in storage.)

The only thing that would need to be double-checked is whether there really was a bus 1781 working out of the Kedzie car house. I suppose Andre would know that.

Andre Kristopans writes:

There was a bus 1781 in 1954, but not at Kedzie. 1700’s at the time were at North Av, North Park, and Limits. Best explanation I can give is that when 1781 was last repainted, they didn’t have any “1” decals, and so out it went as “78”, and the problem was never corrected. Note it does appear the side number is 78 also! However, CTA’s streetcar retirements documentation show 1781, both in the AFR and the scrap ledger.

Gina Sammis wrote us a while back, looking for information on Gustav Johnson, a longtime Chicago Surface Lines employee (born June 23, 1855 – died November 23, 1946). He retired around 1925, after having worked on streetcars for 35 years.

As it happens, I recently purchased a copy of the December 1946 Surface Service, the CSL employee magazine. These do not often come up for sale, in comparison with the later CTA Transit News.

Mr. Johnson is mentioned in two places. There is the one you already know about on page 15, in a section titled In Memoriam.

But there are also reports from individual car houses (barns), and on page 8 it says,”Retired Motorman Gus Johnson passed away November 24.”

So, at least that tells you that he was driving the streetcars, and not just the conductor taking fares.

I took the liberty of writing to George Trapp, in order to find out just what streetcar lines would have been operating out of Devon Station (car house) in the early 1900s. Here is his reply:

I would guess the Evanston cars before 1913 or so before the barn on Central Street in Evanston was built and after 1901 when the Devon barn was built. The North Shore & Western dinkey may also have been stored there in the Winter when the golf club was closed. The Devon shuttle and the Lawrence Avenue lines as well and possibly the North Western line before being through routed with Western which also used the barn for part of the service from sometime in the 1930’s and half the service in the PCC era.

His answer needs a bit of further explaining.  I did some additional research,  From 1901, when the Devon car house opened, until 1913, Evanston streetcars would have used the facility. After that, they had their own barn.

You need to consider that this area was just getting built up around this time. So, there were a lot of changes. In general, the dates of the changes will give you a clue to about when development was happening.

Here is what the Rogers Park/West Ridge Historical Society says about the North Shore and Western Railway:

The North Shore & Western Railway Company was formed and owned by the members of the Glen View Club in Golf, Illinois. It comprised two pieces of equipment, one streetcar and a snow plow. There were two employees, a motorman and conductor. The hours of operation were set for the convenience of the members of the golf club.

It operated from the golf club through a portion of Harms Woods crossing the North Branch of the Chicago River in the woods and ran straight east on what is now known as Old Orchard Road to Evanston, where the street becomes Harrison Street. It was nicknamed the Toonerville Trolley and a piece of a rail is on display at the Skokie Historical Society.

The membership tired of the trolley’s ownership and sold the line to the Evanston Railway Company.

George Trapp refers to their sole streetcar as a “dinky,” meaning it was small.

The “Devon Avenue Shuttle” would have run east-west. According to Alan R. Lind on page 254 of Chicago Surface Lines, An Illustrated History (Third Edition):

This short North Side shuttle started operation May 20, 1917 from Clark to Western. One-man cars took over the service March 13, 1921. A west extension opened December 14, 1925 from Western to Kedzie, and an east extension opened from Clark to Magnolia January 30, 1928. When Broadway cars began to run to Devon and Kedzie on July 10, 1932, the Devon shuttle car was discontinued.”

North Western Avenue is covered in the same book on page 312:

This extension of the regular Western route began October 18, 1915 between Lawrence and Bryn Mawr. Extensions brought the line to Devon on December 11, 1915, and to Howard on December 16, 1916. The line was through-routed with Western on May 1, 1923.

The busiest route working out of Devon station would have always been Clark, which started running downtown (from Howard) on October 21, 1906. It was through-routed with the south side Wentworth line on March 17, 1908.

Here is what Lind says about the Broadway route on page 231:

In 1906 this North Side trunk route ran from Clark and Howard at the city limits to a loop in downtown Chicago via Cark, Devon, Broadway, Clark, Randolph, LaSalle, Monroe, Dearborn, and Randolph. At this time streetcars to north suburban Evanston also ran on the Broadway route from the old Limits carbarn at Drummond and Clark to Central and Bennett in Evanston. The route was the same as the Broadway cars to Howard, then via Chicago, Dempster, Sherman, and Central to Bennett.

On July 24, 1907 the Evanston line was extended west from Bennett to Lincolnwood Dr. On the same day a single track extension line known as the North Shore & Western Railway began service via Lincolnwood and Harrison to the Glenview Golf Club west of the Chicago River.

The local Broadway cars and the Evanston service to Lincolnwood Dr. were operated by the Chicago Union Traction Company, a Yerkes property. The track north of Irving Park was owned by the Chicago Consolidated Traction Company. (The North Shore & Western was owned by some men with a stake in the golf club.) On February 25, 1908 CUT was reorganized as Chicago Railways Company. On December 27, 1910 Chicago Railways sold its suburban lines to the County Traction Company. At midnight on that date the track connection between the Broadway line, still under CRYs, and the Evanston line was cut at Clark and Howard. Through passengers had to walk across a 30-foot gap in the track from the Evanston cars, now in local Evanston service only under County Traction, to the Broadway cars, still under Chicago Railways.

Because of a franchise requirement of one of the underlying companies,, free transfers from Evanston to Broadway cars were issued starting December 31, 1910. County Traction was split into two companies on August 5, 1913: Evanston Traction and Chicago & West Towns Railway Co. Evanston Traction became (the Evanston Railways Company and in 1936) Evanston Bus Company.

In sum, if your relative worked at Devon station in the early 1900s, chances are most of his work would have been on the Clark and Broadway lines. On my blog, if you do a search on the words Clark or Broadway, you will turn up lots of photos showing service on those lines.

Gina replied:

You have been so helpful and I am very appreciative. Thank you David.

We have added a complete scan of the December 1946 Surface Service to our E-book Chicago's PCC Streetcars: The Rest of the Story, available in our Online Store.

We have added a complete scan of the December 1946 Surface Service to our E-book Chicago’s PCC Streetcars: The Rest of the Story, available in our Online Store.

dave763

dave771

Keep those cards and letters coming in, folks. But better yet, why not write us at:

thetrolleydodger@gmail.com

Thanks.

-David Sadowski

street-railwayreview1895-002

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The Great Chicago Interurbans – Part One (CA&E and AE&FRE)

Here is a very rare photo taken at Laramie Yards in 1936. At left we see North Shore Line car 722, heading up a four-car train and signed for Wheaton. CNS&M cars did, of course, operate on parts of the Chicago "L" system, of course, but this is the first picture I have seen showing them at this location, posed next to CA&E cars 421 and 401. 722 was buit by Cincinnati Car Co. in 1926. I wonder what the occasion was that brought four North Shore Line cars to Wheaton? (Edward Frank, Jr. Photo)

Here is a very rare photo taken at Laramie Yards in 1936. At left we see North Shore Line car 722, heading up a four-car train and signed for Wheaton. CNS&M cars did, of course, operate on parts of the Chicago “L” system, of course, but this is the first picture I have seen showing them at this location, posed next to CA&E cars 421 and 401. 722 was buit by Cincinnati Car Co. in 1926. I wonder what the occasion was that brought four North Shore Line cars to Wheaton? (Edward Frank, Jr. Photo)

The last Chicago, North Shore & Milwaukee interurban train ran in the early hours of a very cold January 21, 1963. George Hilton and John Due, in their classic book The Electric Interurban Railways in America called this the end of the Interurban Era in the United States. The 54th anniversary was just a few days ago.

Since this was also the second anniversary of this blog, we thought this an excellent opportunity to showcase the three great Chicago-area interurbans- the North Shore Line, South Shore Line, and Chicago, Aurora & Elgin.

We have been saving up images of these lines, and now find ourselves with enough for two posts. So today, we will begin with the “Roarin’ Elgin” and its one-time subsidiary, the Aurora, Elgin & Fox River Electric. The great majority of these images were scanned from the original medium-format negatives.

While we do lament the passing of the Interurban Era and two of the three major Chicago systems, we can celebrate them with these classic pictures. Some of these were made possible thanks to your recent generous donations.

We will round out January in a few days with our second installment of great Chicago interurbans, featuring the North Shore Line and South Shore Line. Watch this space!

-David Sadowski

A Bird’s Eye View

While visiting a friend at Rush hospital earlier this month, I took a few pictures from out the window. It just so happened his room had a spectacular view of where the Chicago Transit Authority’s Pink Line crosses over the Blue Line. There is a ramp at this location, which is also where the old Marshfied Junction was on the Met “L”. In previous posts, we have run pictures showing how this looked like before expressway construction in the early 1950s.

An inbound Blue Line train passes the point where part of an access ramp at the Damen-Ogden-Paulina station was damaged during a lightning storm. With the addition of chain-link fencing, it has since been reopened.

An inbound Blue Line train passes the point where part of an access ramp at the Damen-Ogden-Paulina station was damaged during a lightning storm. With the addition of chain-link fencing, it has since been reopened.

A southbound Pink Line train about to cross over the Blue Line.

A southbound Pink Line train about to cross over the Blue Line.

An inbound Blue Line train.

An inbound Blue Line train.

A northbound Pink Line train has just passed the location of the old Marshfield Junction on the Met "L".

A northbound Pink Line train has just passed the location of the old Marshfield Junction on the Met “L”.

The CA&E and AE&FRE

This is a rare photo, as it shows AE&FRE car 304 sometime prior to the abandonment of passenger service in 1935. Don's Rail Photos: "304 was built by St Louis Car in 1924. #1306. In 1936 it was sold CI/SHRT (aka Shaker Heights Rapid Transit) as 304 and in 1954 it was sold to CP&SW (Trolleyville USA) as 304. It was sold to Fox River Trolley Museum in 2009." I have had the pleasure of riding on this fine car at the Fox River Trolley Museum, as it has returned to its home rais after a 75-year absence. You can see pictures I took of it there on the previous blog that I worked on here. Long may it run.

This is a rare photo, as it shows AE&FRE car 304 sometime prior to the abandonment of passenger service in 1935. Don’s Rail Photos: “304 was built by St Louis Car in 1924. #1306. In 1936 it was sold CI/SHRT (aka Shaker Heights Rapid Transit) as 304 and in 1954 it was sold to CP&SW (Trolleyville USA) as 304. It was sold to Fox River Trolley Museum in 2009.” I have had the pleasure of riding on this fine car at the Fox River Trolley Museum, as it has returned to its home rais after a 75-year absence. You can see pictures I took of it there on the previous blog that I worked on here. Long may it run.

Here is an excellent model that shows AE&FRE 300's colors. (Bruce Moffat Photo)

Here is an excellent model that shows AE&FRE 300’s colors. (Bruce Moffat Photo)

CA&E wood car 138 at the Wheaton Yard on July 3, 1949. Don's Rail Photos says, "138 was built by American Car Co in March 1910, #844, as C&ME 138. It was rebuilt in 1914 and no retired date." This was one of several cars leased from the North Shore Line in 1936 and purchased from them a decade later. Ironically, this made them the last passenger cars bought by CA&E. They were considered surplus after service was cut back to Forest Park in 1953 and were scrapped shortly thereafter.

CA&E wood car 138 at the Wheaton Yard on July 3, 1949. Don’s Rail Photos says, “138 was built by American Car Co in March 1910, #844, as C&ME 138. It was rebuilt in 1914 and no retired date.” This was one of several cars leased from the North Shore Line in 1936 and purchased from them a decade later. Ironically, this made them the last passenger cars bought by CA&E. They were considered surplus after service was cut back to Forest Park in 1953 and were scrapped shortly thereafter.

Don's Rail Photos: "301 was built by Niles Car & Mfg Co in 1906. It was modernized in December 1940."

Don’s Rail Photos: “301 was built by Niles Car & Mfg Co in 1906. It was modernized in December 1940.”

Don's Rail Photos: "105 was built by Stephenson in 1903. It was modernized in August 1940 and retired in 1955. "

Don’s Rail Photos: “105 was built by Stephenson in 1903. It was modernized in August 1940 and retired in 1955. “

CA&E 302 at the Wheaton Yard in July 1948. Don's Rail Photos: "302 was built by Niles Car & Mfg Co in 1906. It was modernized in May 1940."

CA&E 302 at the Wheaton Yard in July 1948. Don’s Rail Photos: “302 was built by Niles Car & Mfg Co in 1906. It was modernized in May 1940.”

Express car 15 at Wheaton on June 18, 1947. Don's Rail Photos says, "15 was built by McGuire-Cummings in 1910. It was scrapped in 1953."

Express car 15 at Wheaton on June 18, 1947. Don’s Rail Photos says, “15 was built by McGuire-Cummings in 1910. It was scrapped in 1953.”

CA&E 458 at Wheaton on June 18, 1947. This was part of an order of 10 curved-sided cars built in 1945 by St. Louis Car Company. Some consider these the last standard interurban cars built.

CA&E 458 at Wheaton on June 18, 1947. This was part of an order of 10 curved-sided cars built in 1945 by St. Louis Car Company. Some consider these the last standard interurban cars built.

Don's Rail Photos: "11 was built by Brill in 1910, #16483. It was rebuilt to a line car in 1947 and replaced 45. It was acquired by Railway Equipment Leasing & Invenstment Co in 1962 and became Fox River Trolley Museum in 1984. It was lettered as Fox River & Eastern." Here we see it at Wheaton in July 1948.

Don’s Rail Photos: “11 was built by Brill in 1910, #16483. It was rebuilt to a line car in 1947 and replaced 45. It was acquired by Railway Equipment Leasing & Invenstment Co in 1962 and became Fox River Trolley Museum in 1984. It was lettered as Fox River & Eastern.” Here we see it at Wheaton in July 1948.

In the days before scanners, fans tried to document things as best they could. Here is a not-so-successful attempt to photograph the blueprint for car 451 in August 1949.

In the days before scanners, fans tried to document things as best they could. Here is a not-so-successful attempt to photograph the blueprint for car 451 in August 1949.

Don's Rai Photos: "9 was built by Niles Car in 1907. It was scrapped in 1959." This picture was taken at Wheaton in April 1952.

Don’s Rai Photos: “9 was built by Niles Car in 1907. It was scrapped in 1959.” This picture was taken at Wheaton in April 1952.

Here is 425 at the Aurora terminal in October 1949. While the CA&E used third rail extensively, the Aurora and Elgin terminals had overhead wire. This terminal replaced street running in downtown Aurora in the late 1930s. The 425 was built by Cincinnati Car Co. in 1927.

Here is 425 at the Aurora terminal in October 1949. While the CA&E used third rail extensively, the Aurora and Elgin terminals had overhead wire. This terminal replaced street running in downtown Aurora in the late 1930s. The 425 was built by Cincinnati Car Co. in 1927.

Here, we see freight motor 9 at Wheaton in 1947. (Walter Broschart Photo)

Here, we see freight motor 9 at Wheaton in 1947. (Walter Broschart Photo)

CA&E 38 at the CTA Laramie Avenue Yards on May 17, 1948. Trackage west of here was owned by CA&E. Don's Rail Photos: "38 was built by Stephenson in 1903. It was modernized in September 1939 and retired in 1959."

CA&E 38 at the CTA Laramie Avenue Yards on May 17, 1948. Trackage west of here was owned by CA&E. Don’s Rail Photos: “38 was built by Stephenson in 1903. It was modernized in September 1939 and retired in 1959.”

CA&E 139 heads up a five-car train of woods in the maroon and cream paint scheme. I don't know where this was taken. There is a siding with overhead wire, so perhaps that is a clue towards figuring it out. The water tower in the background may indicate that we are somewhere west of Laramie. Randall Hicks: "I believe the picture of 139 and train was taken facing north at Childs St. crossover. The train is pulling south off the west ladder. There was a short team track there under wire. And that is indeed somewhere west of Laramie. 🙂" Yes, Wheaton is indeed west of Laramie, thanks.

CA&E 139 heads up a five-car train of woods in the maroon and cream paint scheme. I don’t know where this was taken. There is a siding with overhead wire, so perhaps that is a clue towards figuring it out. The water tower in the background may indicate that we are somewhere west of Laramie. Randall Hicks: “I believe the picture of 139 and train was taken facing north at Childs St. crossover. The train is pulling south off the west ladder. There was a short team track there under wire. And that is indeed somewhere west of Laramie. 🙂” Yes, Wheaton is indeed west of Laramie, thanks.

CA&E 300 and 453 in Wheaton. Don's Rail Photos: "300 was built by Niles Car & Mfg Co in 1906. It was modernized in May 1942." (Anderson Photo)

CA&E 300 and 453 in Wheaton. Don’s Rail Photos: “300 was built by Niles Car & Mfg Co in 1906. It was modernized in May 1942.” (Anderson Photo)

CA&E 311 at the CTA aramie Avenue Yards on May 17, 1948. This shows a small area in the yards where CA&E could store a few trains in mid-day for use in the afternoon rush hour. I am pretty sure those 1920s Chicago bungalows at left are still there. Don's Rail Photos adds, "311 was built by Kuhlman Car Co in 1909, #404. It was modernized at an unknown date."

CA&E 311 at the CTA aramie Avenue Yards on May 17, 1948. This shows a small area in the yards where CA&E could store a few trains in mid-day for use in the afternoon rush hour. I am pretty sure those 1920s Chicago bungalows at left are still there. Don’s Rail Photos adds, “311 was built by Kuhlman Car Co in 1909, #404. It was modernized at an unknown date.”

The approximate location of the previous photo is 5413 W. Flournoy, on Chicago's west side. The area once occupied by the CA&E's storage tracks is now part of the Eisenhower expressway footprint.

The approximate location of the previous photo is 5413 W. Flournoy, on Chicago’s west side. The area once occupied by the CA&E’s storage tracks is now part of the Eisenhower expressway footprint.

A two-car train of 300-series woods on a July 8, 1949 fantrip. From the "side of the road" location under wire, I would guess this is the Mt. Carmel branch along Mannheim Road.

A two-car train of 300-series woods on a July 8, 1949 fantrip. From the “side of the road” location under wire, I would guess this is the Mt. Carmel branch along Mannheim Road.

Sunset Lines indeed! (Or sunrise, depending on the angle.) Here we see wood car 38 at an unknown location. (Walter Broschart Photo)

Sunset Lines indeed! (Or sunrise, depending on the angle.) Here we see wood car 38 at an unknown location. (Walter Broschart Photo)

CA&E 407, built by Pullman in 1923, at Wheaton Yard. (Walter Broschart Photo)

CA&E 407, built by Pullman in 1923, at Wheaton Yard. (Walter Broschart Photo)

CA&E 5 at Wheaton Yards in July 1948.

CA&E 5 at Wheaton Yards in July 1948.

CA&E 141 on single-track private right-of-way at Batavia Junction on August 13, 1952. This was one of several woods that CA&E bought from the North Shore Line in 1946, after the latter decided it no longer wanted to run wood cars in passenger service. CA&E ran wood cars right up until the end of service.

CA&E 141 on single-track private right-of-way at Batavia Junction on August 13, 1952. This was one of several woods that CA&E bought from the North Shore Line in 1946, after the latter decided it no longer wanted to run wood cars in passenger service. CA&E ran wood cars right up until the end of service.

CA&E 34 at the Wheaton Yards in June 1947. Don's Rail Photos: "34 was built by Stephenson in 1903. It was modernized in February 1940 and retired in 1959." (Walter Hulseweder Photo)

CA&E 34 at the Wheaton Yards in June 1947. Don’s Rail Photos: “34 was built by Stephenson in 1903. It was modernized in February 1940 and retired in 1959.” (Walter Hulseweder Photo)

Here, part of the caption information I received with this negative must be wrong. This is CA&E 431 at the Illinois (Electric) Railway Museum. The date is given as November 17, 1962 but the location is said to be Union. Since the date is so specific, I would venture this is actually North Chicago instead. Cars were not moved to Union until 1964. (Richard S. Short Photo)

Here, part of the caption information I received with this negative must be wrong. This is CA&E 431 at the Illinois (Electric) Railway Museum. The date is given as November 17, 1962 but the location is said to be Union. Since the date is so specific, I would venture this is actually North Chicago instead. Cars were not moved to Union until 1964. (Richard S. Short Photo)

CA&E wood car 26 in Aurora. Don's Rail Photos notes: "26 was built by Niles Car in 1902. It was modernized in June 1943 and retired in 1959."

CA&E wood car 26 in Aurora. Don’s Rail Photos notes: “26 was built by Niles Car in 1902. It was modernized in June 1943 and retired in 1959.”

CA&E 142 at Wheaton in July 1948. Some of these cars were used on the North Shore Line as late as 1946. We wrote about that on the previous blog we worked on. Check out the post A Mystery Solved (August 6, 2013) for more details.

CA&E 142 at Wheaton in July 1948. Some of these cars were used on the North Shore Line as late as 1946. We wrote about that on the previous blog we worked on. Check out the post A Mystery Solved (August 6, 2013) for more details.

AE&FRE loco 23. The caption gives the location as Aurora, but this may be in error. After passenger service ended in 1935, this line was reduced to three miles of track in the South Elgin area-- the current site of the Fox River Trolley Museum. Electric locos ran unti 1947, and the last freight move took place in 1972. Around 1940, there were a couple of fantrips.

AE&FRE loco 23. The caption gives the location as Aurora, but this may be in error. After passenger service ended in 1935, this line was reduced to three miles of track in the South Elgin area– the current site of the Fox River Trolley Museum. Electric locos ran unti 1947, and the last freight move took place in 1972. Around 1940, there were a couple of fantrips.

AE&FRE electric freight loco 49 in Elgin in November 1939. This was one of two that the railroad had in it latter days.

AE&FRE electric freight loco 49 in Elgin in November 1939. This was one of two that the railroad had in it latter days.

AE&FRE loco 49. The neg envelope says this is Aurora, but it is much more likely to be Elgin.

AE&FRE loco 49. The neg envelope says this is Aurora, but it is much more likely to be Elgin.

You may have seen this picture before, but here we now have it from the original medium format negative. It shows a two-car train of Chicago Rapid Transit Company 4000s on an early CERA fantrip (#6) that took place on February 12, 1939. The CA&E connection is that here we see the cars on the Mt. Carmel branch. These rapid transit cars did get around-- during World War II, some were operated on the North Shore Line to move service personnel around. (Anderson Photo)

You may have seen this picture before, but here we now have it from the original medium format negative. It shows a two-car train of Chicago Rapid Transit Company 4000s on an early CERA fantrip (#6) that took place on February 12, 1939. The CA&E connection is that here we see the cars on the Mt. Carmel branch. These rapid transit cars did get around– during World War II, some were operated on the North Shore Line to move service personnel around. (Anderson Photo)

This is a well-known photo showing the Wells Street Terminal, where CA&E cars ended up in downtown Chicago starting in 1905. CA&E trains did not go around the Loop, although this terminal was adjacent to it. There is some question as to whether all CA&E cars could actually make the Loop's tight clearances. To the best of my knowledge, some could and perhaps others could not.

This is a well-known photo showing the Wells Street Terminal, where CA&E cars ended up in downtown Chicago starting in 1905. CA&E trains did not go around the Loop, although this terminal was adjacent to it. There is some question as to whether all CA&E cars could actually make the Loop’s tight clearances. To the best of my knowledge, some could and perhaps others could not.

CA&E 428 at the Laramie Avenue Yards on November 3, 1940. This was built by the Cincinnati Car Co. in 1927. (Frank Krejcik Photo)

CA&E 428 at the Laramie Avenue Yards on November 3, 1940. This was built by the Cincinnati Car Co. in 1927. (Frank Krejcik Photo)

CA&E 426 at the Elgin terminal. Although this was the "Great Third Rail," overhead wire was used here.

CA&E 426 at the Elgin terminal. Although this was the “Great Third Rail,” overhead wire was used here.

The CA&E's Aurora terminal, after it was moved here in the late 1930s.

The CA&E’s Aurora terminal, after it was moved here in the late 1930s.

A 6-car train of CA&E woods near Laramie Avenue on May 7, 1937.

A 6-car train of CA&E woods near Laramie Avenue on May 7, 1937.

A two-car train of CA&E woods at the Bellwood station. (Edward Frank, Jr. Photo)

A two-car train of CA&E woods at the Bellwood station. (Edward Frank, Jr. Photo)

CA&E 134 and 137 under wire at State Road crossing on the Batavia branch, August 30, 1942. The flags would seem to indicate this was CERA fantrip #39. Wire was used here for a short distance instead of third rail, due to the width of the crossing.

CA&E 134 and 137 under wire at State Road crossing on the Batavia branch, August 30, 1942. The flags would seem to indicate this was CERA fantrip #39. Wire was used here for a short distance instead of third rail, due to the width of the crossing.

A four-car train of the woods that were (at that time) being leased to CA&E by the North Shore Line. We see them at York Road in 1937. (Edward Frank, Jr. Photo)

A four-car train of the woods that were (at that time) being leased to CA&E by the North Shore Line. We see them at York Road in 1937. (Edward Frank, Jr. Photo)

Recent Correspondence

Jade C. Huguenot writes:

I’d like to ask you a question about some historical research I’ve been doing about my hometown, Mystic, CT. I’ve got a very old postcard (1907) that features two trolleys and a utility pole with several black and white diagonal stripes at its base on our main street, just a few hundred feet away from our bascule drawbridge (it can be seen here on the left utility pole http://www.groton-ct.gov/history/detail.asp?bibid=1079).

At first, I wondered if this signaled a trolley stop, but I know from researching other postcards from my area in that time period that a trolley stop was designated by a thick band of white (several feet thick) painted onto the utility pole, usually several feet up from the ground.

Then I wondered if it could be some sort of safety alert with “black and white stripes” placed several hundred feet before a drawbridge, like the one Boston instituted after a trolley of theirs crashed into the river while the drawbridge was open, killing 47 people (https://www.bostonglobe.com/metro/2016/10/29/trolleydisaster/c451CX1qx9SpPo5tJAupFP/story.html). However, the original report from Boston’s Public Safety Commission in 1917 said that the black and white striped alert should be on a mechanized gate.

Do you have any clue if this is related to trolleys at all? I would greatly appreciate your help with this!!

I will put it in my next post, thanks. Got any pictures I can use?

Yes! Here is the picture of the trolleys on our main street. The striped utility pole is shown to the left. Trolleys first began running in Mystic in 1905, and this postcard is dated 1907. I have also included a picture of a woman waiting by a trolley stop- which looks very different from the striped pole seen in the postcard. If you need any more pictures, let me know!

Perhaps one of our readers may know, thanks. A few years ago, I had the pleasure of spending an evening in Mystic, CT and even ate at Mystic Pizza, which was made famous by a film of the same name.

Keep those cards and letters coming in, folks. But better yet, why not write us at:

thetrolleydodger@gmail.com

Thanks.

-David Sadowski

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