CA&E Rarities

October 1, 2023October 28, 2023David Sadowski 16 Comments

I recently purchased a medium format color negative, showing a three-car Chicago Aurora and Elgin train (cars 455, 420, and 424) at the Forest Park Terminal, some time between 1953 and 1957. The interurban ended here then, and riders had to change trains and take the CTA downtown.
Color negative film was much less popular, apparently, than color slides when this picture was taken. In general, color quality and sharpness was not as good. In this case, there are variations in color based on the uneven fading of the colored film base over nearly 70 years. Colored film base was added to negatives to keep the film from becoming too contrasty. Since making a print from a negative is a two-step process, contrast is naturally increased when a print is made. When prints are made from slides, there is also an increase in contrast, but in the computer age, these issues are much more manageable. We are looking to the northeast.

The Chicago Aurora and Elgin interurban is the subject of our next book. We will leave no stone unturned, in our efforts to make the best possible book for our readers. Today, we are featuring just a few of the pictures we have collected for possible inclusion. Many of these are vintage CA&E company photos.

The high temperature was 70 degrees (low 57) with lots of sun in Chicago on Monday, April 18, 1938. The CA&E was in receivership at this time and would not emerge from bankruptcy until after World War II. Apparently, the receiver needed detailed documentation of the railroad’s facilities. A photographer, armed with an 8×10 view camera, was dispatched to take lots of pictures, which are now important historic artifacts.

Between 1923 and 1989, the very best view cameras were made by L.F. Deardorff & Sons Inc.. Here, I have a bit of personal history. I got to visit their shop just west of Chicago’s Loop a few times during the 1980s making deliveries. Everything they did was made by hand, using the finest possible materials, including exotic woods from Central America.

For much of the 20th century, Chicago was home to various catalog houses such as Sears, Roebuck and Company, Montgomery Wards, and many others. Several large local studios handled much of the product photography work. Eventually, this went into a decline. When Kranzten Studios went out of business in the late 1980s, their large inventory of Deardorff cameras hit the market and killed the demand for new ones. The company never recovered, although there are still other firms making view cameras today.

We also have many other new recent photo finds for your enjoyment. We recently received the gift of 41 original color slides from David Church, for which we are very grateful. A few of these appear here, and the rest will turn up in future posts. Mr. church says he purchased these 50 years ago or more.

Finally, we have three new CD titles of digitally remastered railroad audio now available. Four of the five discs are from steam recordings made in the late 1950s and early 1960s by North Jersey Recordings. This adds to our already extensive collections of train sounds from the Railroad Record Club and many others. You will find more details at the end of this post.

Keep those cards and letters coming in.

Enjoy!

-David Sadowski

PS- You might also like our Trolley Dodger Facebook auxiliary, a private group that now has 1,445 members.

Our friend Kenneth Gear has a Facebook group for the Railroad Record Club. If you enjoy listening to audio recordings of classic railroad trains, whether steam, electric, or diesel, you might consider joining.

FYI, the Hoosier Traction Facebook Group celebrates electric transit in Indiana and the Midwest. It also supports the activities of the annual Hoosier Traction Meet (although not affiliated with the North American Transit Historical Society, which organizes that event).

Our Next Book Project

This is a picture of Aurora Elgin and Fox River Electric car 305, signed for Elgin. FYI, we are hard at work researching our next book about the Chicago Aurora and Elgin interurban. Although we already have thousands of images, we start out on these book projects with some of what we need, and then have to find the rest. Some have generously shared their images with us, and some we have to pay real money for. In case you would like to help contribute to this effort, either by sharing images or making a donation, we would like to hear from you. All contributors will be mentioned in the book, which will be dedicated to the memory of the late Robert D. Heinlein. The most difficult images to find are always the earliest ones. You can contact me via messenger, at thetrolleydodger@gmail.com or via my blog. I thank you for your time and consideration.

CA&E Rarities

Here is a picture of car 310, taken by Robert A. Selle during a CERA fantrip on August 8, 1954. “State Road station near Wheaton, Ill.” However, it actually looks like Glen Oak, which was adjacent to a golf course.

The Prince Crossing CA&E station, looking west on April 18, 1938.

CA&E 430, built by Cincinnati Car Company in 1927.

CA&E 410 on January 30, 1927. Don’s Rail Photos (via Archive.org): “410 was built by Pullman in 1923.” Sister car 409 is at the Illinois Railway Museum.

CA&E 303. Don’s Rail Photos (via Archive.org): “303 was built by Niles Car & Mfg Co in 1906. It was modernized in March 1945 and sold to Trolleyville USA in 1962. It was sold to Connecticut Trolley Museum in December 2009.”

A CA&E storage room at Wheaton, circa 1927.

Don’s Rail Photos (via Archive.org): “3004 was built by Baldwin-Westinghouse in April 1924, #57717. It was rebuilt in 1930 and scrapped in August 1963. 3003 was built by Baldwin-Westinghouse in September 1923, #57070. It was rebuilt in 1930 and scrapped in August 1963.” From the number on this company photo, this picture may date to 1927.

This looks like the CA&E paint shop at Wheaton on April 18, 1938.

The inspection pit at the Wheaton Shops on April 18, 1938.

Not sure of this location, but the date is April 18, 1938. Derek (no last name) writes: “The section of unknown CA&E trackage with the two bridges is on the the Batavia branch just before the power house. It’s crossing under the CB&Q line.” Bill Shapotkin: “This photo looks W/B on the Batavia Branch, just (timetable east) of Glenwood Park. The first bridge is the CB&Q. The second bridge is Illinois State Route 25.”

The Wheaton Shops on April 18, 1938.

I’m not sure where this freight train is in the picture, or just what those people are doing on the nearby hill. Jason Learakos notes, “The photo with the freight train at the hill with people on it, with the “End Of Block” sign is Lakewood on the Elgin branch. The hill is from the embankment of the nearby road overpass.”

The CA&E yard just west of Laramie Avenue in Chicago on April 18, 1938. We are looking east.

CA&E 410.

CA&E control trailer 701. The interurban had a car shortage in the 1930s, as suburban business grew, and ended up purchasing several cars from an east coast property that had surplus. The ends were modified to fit the tight clearances on the Chicago “L”, and the cars were given a somewhat more modern appearance. Don’s Rail Photos (via Archive.org): “701 was built by Cincinnati Car Co in 1913 as WB&A (Washington Baltimore and Annapolis) 81. It was sold as CA&E 701 in 1938.”

We are at the Spring Road station in Elmhurst on April 18, 1938, looking east.

Again, not sure where we are here, but the date is April 18, 1938. Jerry Hund: “I believe the unidentified station is Taylor St. in Glen Ellyn.”

CA&E wood car 52. Don’s Rail Photos (via Archive.org): “52 was built by Stephenson in 1903. It was modernized in January 1941 and retired in 1955.”

The Wheaton Yards on April 18, 1938.

The Wheaton Shops on April 18, 1938.

Wolf Road in Hillside on April 18, 1938.

The Wheaton Shops on April 18, 1938.

The view looking west from County Line Road in Elmhurst on July 13, 1931. This is the approximately where the Illinois Prairie Path crosses I-290 today.

A new station at Poplar Avenue in Elmhurst is dedicated on November 28, 1931. The City of Elmhurst had petitioned the railroad to add a station here, because it was expected to generate much ridership. The railroad wanted to move the nearby Stratford Hills station, which had low ridership. As it turned out, Stratford Hills did not close until 1943.

CA&E 105. Don’s Rail Photos (via Archive.org): “105 was built by Stephenson in 1903. It was modernized in August 1940 and retired in 1955.”

CA&E 416 at the Wheaton Shops on April 18, 1938. It was built by Pullman in 1923.

CA&E 10. Don’s Rail Photos (via Archive.org): “10 was built by Niles Car in 1902. It was rebuilt with a baggage compartment in 1910. It was later removed, but then reinstalled in April 1933 for funeral service. It was wrecked September 10, 1948, and scrapped.”

CA&E 315. Don’s Rail Photos (via Archive.org): “315 was built by Kuhlman Car Co in 1909, (order) #404. It was modernized at an unknown date and sold to Rockhill Trolley Museum in 1962.”

CA&E 602. Don’s Rail Photos (via Archive.org): “In 1937, the CA&E needed additional equipment. Much was available, but most of the cars suffered from extended lack of maintenance. Finally, 5 coaches were found on the Washington Baltimore & Annapolis which were just the ticket. 35 thru 39, built by Cincinnati Car in 1913, were purchased and remodeled for service as 600 thru 604. The ends were narrowed for service on the El. They had been motors, but came out as control trailers. Other modifications included drawbars, control, etc. A new paint scheme was devised. Blue and grey with red trim and tan roof was adopted from several selections. They entered service between July and October in 1937. 602 was built by Cincinnati Car Co in 1913 as WB&A 37. It was sold as CA&E 602 in August 1937 and burned in 1952.”

CA&E 209. Don’s Rail Photos (via Archive.org): “Five cars were built by Niles in late 1904 and were similar to the earlier Niles cars except that they were 4 feet longer and included a toilet compartment. There were four coaches, 201,203, 205, and 207, and a deluxe buffet-parlor car “Carolyn”. The coaches were motorized using 2 motors each from the earlier cars which had been delivered as 4 motor cars. “Carolyn” was built by Niles Car in 1904. It was rebuilt as 209, a trailer coach, in 1924 and rebuilt in May 1939. It was retired in 1959.”

The Wheaton Yards on April 18, 1938.

A CA&E storage area, presumably at the Wheaton Yards, circa 1927.

CA&E 436 at the Wheaton Shops on April 18, 1938. Don’s Rail Photos (via Archive.org): “305 was built by Niles Car & Mfg Co in 1906. It was wrecked and rebuilt in 1923 as 600, a buffet-parlor car. It was again rebuilt in 1929 as a coach to match the other 400s and numbered 436. It was scrapped in 1954.”

The Wheaton Shops on April 18, 1938.

CA&E435. From the Wikipedia: “435, 436 were wood body coaches rebuilt in 1929 from parlor-buffet cars #600 and #601. They were originally Florence and #305, mechanical sisters built by Niles in 1906.”

CA&E 319. Don’s Rail Photos (via Archive.org): “319 was built by Jewett Car Co in 1914. It was modernized at an unknown date and sold to Columbia Park & Southwestern (Trolleyville USA) in 1962. It was resold to IRM in December 2009.”

A view looking east from the 25th Avenue station platform on April 18, 1938. You can see the shadow of the photographer’s camera in the lower left hand corner. Most likely, either 4×5 or 8×10 sheet film was used in a view camera, possibly a Deardorff (which would have been made in Chicago). In the distance, you can see a gas holder located in forest Park, just east of first Avenue. One platform extension is turned up. These could be flipped to allow for the clearance of freight trains, which were wider than CA&E and “L” cars. When a freight train passed this and other high-level stations, which were required by the “L” cars of Garfield Park and Westchester trains, someone standing on the front of the loco would flip these up, and someone on the back of the train would flip them back down.

A Deardorff 8x10 view camera, known as model V8. These were produced from the 1923 until 1989.

A Deardorff 8×10 view camera, known as model V8. These were produced from the 1923 until 1989.

An unknown location, possibly on the Aurora branch, on April 18, 1938. Jason Learakos adds, “The unknown picture on the Aurora branch is actually on the Batavia branch, looking West from Raddant Road, facing the Fox River. You can see the two Batavia Powerhouse funnels in the distance, so this is definitely the Batavia branch. Based on the shape of the curve, this is Raddant.”

Recent Finds

An early excursion to Ravinia Park on the Chicago and Milwaukee Electric (called the North Shore Line starting in 1916). Don’s Rail Photos (via Archive.org): “118 thru 127 were built by Jewett Car in 1906. They were the first of the 52 foot cars which then set the standard for all following cars. Since they were wider than later cars, they never could operate into Chicago on the Elevated. They were rebuilt in 1914 with toilets and train doors. Since they could only be used on locals, they were retired as steel cars became available and most had been out of service for some time previous. 118 was built by Jewett Car in 1906 and retired in 1927.”

This and the next photo: CTA postwar PCC 4364 is at the new loop at 63rd Place and Narragansett on July 30, 1948. It doesn’t have a destination sign at front, and the side sign says Clark-Wentworth, which is nowhere near here. Perhaps it was here to pose for pictures. There is also prewar PCC 4005, operating on Route 63 – 63rd Street. The Clearing neighborhood has become completely built up here since, and while there is still a bus turnaround here, it was reduced in size to make room for a new public library.

North Shore Line 178 on the Mundelein branch west of Knollwood. (David Church collection)

Silverliner 742 is at the head of a two-car train in March 1961. Might this be in Wisconsin? (David Church collection) Nick Jenkins writes: “I believe the photo was taken from Howard Ave overpass in Milwaukee. The spur in the background would be the Austin Ave Team Track. The little green dot (in the trees) would be Sig 813 and the bridge over the Milwaukee Road is barely visible at the top edge of the photo.”

Silverliner 774, plus two, on the Skokie Valley Route in June 1960. (David Church collection)

There is only a span of a few years (1948-51) when this picture of CTA trolley bus 146 could have been taken, heading south on Central Avenue at Irving Park Road. The CTA took over from CSL and CRT on October 1, 1947, and new emblems did not start appearing on vehicles until the following year. Then, in the early 1950s, CTA renumbered all their trolley buses by adding a “9” in front of existing numbers, to eliminate duplicate numbers with the rest of the bus fleet. The entrance to Portage Park is at right. While the bus is operating on Central Avenue, that was Route 85, and this bus is signed for Route 55A. That seems to have run on Elston Avenue a bit north of here as an extension of the Central route, starting at Lawrence Avenue (4800 N), and ending at Holbrook Street in Norwood Park. Trolleybus service on Route 55A ended on January 21, 1951, which also helps date the picture. Trolley buses continued to run on Central until 1970. This model T40 bus was built circa 1930-31 by American Car Company.

Chicago Surface Lines streetcar 6234 is on 43rd Street, based on the addresses visible on that very distinctive building. I get the impression we are in Bronzeville, but am not sure of the cross street, or if that building still exists. My guess is this picture was taken in the 1940s. 6234 was part of a series of Multiple Unit cars, intended to couple to others in the busy years of the 1920s. Don’s Rail Photos (via Archive.org): “6234 was built by Lightweight Noiseless Streetcar Company in 1924. It was rebuilt (for) one-man service in 1932.” Mike Franklin: “Northeast corner of Cottage Grove Avenue and 43rd Street.” Our resident south side expert M. E. adds, “After doing some detective work, I conclude this picture is looking northeast at 43rd St. and Cottage Grove (800 East). Being so specific about the corner means knowing on which side of a street are even numbers, and which side are odd numbers. The Del-Mar Lunch place has an awning with the address 4257. That puts it just north of 43rd St., on the east side of the north/south street. At the far right of the photo is an optometrist’s store. I’m not positive, but I think I see the address 814. That puts the store on the north side of 43rd St., just east of Cottage Grove. The streetcar’s side sign says 43-Root. It is heading west on 43rd St., about to cross Cottage Grove Ave. The 43rd-Root route ran along 43rd St. from just west of the lake (Oakenwald Ave.) to State St., north to Root St. (4130 S.), then west to and across Halsted (800 W.) to a dead-end. The thing that astounds me is to see how many passengers are on the streetcar. I don’t think there was any major employer east of Cottage Grove along 43rd St. But there certainly was one at Root and Halsted — the International Amphitheater (at 42nd and Halsted). Another major employer was the Chicago Stock Yards, bounded by Ashland (1600 W.), 47th St., Halsted, and 39th St. (Pershing Rd.). To get from Root and Halsted into the Stock Yards proper, someone would have to get off the streetcar at Halsted, walk a little north to the Stock Yards L station at Halsted, then take the L into the yards. So I think we are seeing, on this streetcar, employees of either the Amphitheater or the Stock Yards going to work. An alternate way to get from the eastern end of the streetcar route to the Stock Yards would have been to take the Kenwood L (which also began at Oakenwald Av.) west to Indiana Ave., go over the pedestrian bridge spanning the north/south L tracks, and take the Stock Yards L (which began at Indiana Ave.) west to the stations inside the Stock Yards.”

The same location in 2017.

Chicago South Shore and South Bend electric locomotive 704 at South Bend, Indiana in 1961. Don’s Rail Photos (via Archive.org): “704 was built by Alco-General Electric in June 1931, (order) #68271, 11194, as NYC 1243, Class R-2. It was renumbered 343 in August 1936 and sold to CSS&SB in 1955. It was rebuilt as 704 in 1956 and scrapped in April 1976.”

North Shore Line Silverliner 757 is at Adams and Wabash on the Loop “L” on September 4, 1961. Don’s Rail Photos (via Archive.org): “757 was built by Standard Steel Car Co in 1930. It was modernized in 1949 and rebuilt as (a) Silverliner on March 16, 1956. It was sold to Wisconsin Electric Railway Historical Society in 1963 and resold to Illinois Railway Museum in 1988.”

Chicago North Shore and Milwaukee 411 at Coney Island Yard in New York City in the mid-1960s, after the abandonment. Don’s Rail Photos (via Archive.org): “411 was built as a trailer observation car by Cincinnati Car in June 1923 #2640. It was out of service in 1932. 411 It was rebuilt as a two motor coach by closing in the open platform and changing the seating on February 25, 1943, and sold to Trolley Museum of New York in 1963. It was sold to Wisconsin Electric Railway & Historical Society in 1973 and sold to Escanaba & Lake Superior in 1989.”

When I received this negative, no information came with it, but we are on the south side, most likely in the 1940s. Chicago Surface Lines car 5787 (I think that is the number) is on Through Route 5, Cottage Grove-South Chicago. This went to Ewing and 108th from April 10, 1927 until July 14, 1947, which does help date the photo. Car 5787 was known as a Nearside and was built by Brill in 1912. The cars of this type were retired circa 1946-47. The location is not known to me. Mike Franklin: “Building behind the car housed the Eastside Theater at 10555 S Ewing Ave, Chicago. Still standing.” Andre Kristopans: “He should be going two more blocks down Ewing to 108th and wye there.”

This circa 1909 postcard image, showing the first Aurora Elgin and Chicago train on the then-new branch to Geneva and St. Charles, appears to be based on a photograph but includes parts that are drawn in.

CTA Red Pullman 507 on the scrap line at South Shops on September 2, 1955. After the CTA took all the remaining red cars out of regular service in 1954, ten such cars were retained for emergency service. Of these, one car (460) became part of the CTA Historical Collection. Two were used in fantrips– 225, which Seashore Trolley Museum purchased in 1957, and 144, which went to the Illinois Electric Railway Museum. It’s not clear to me what the other seven cars were. 507 was built by in 1908/1909 for the Chicago City Railway and is known as a “Big Pullman.”

CTA 4235 (at left) is at the head of a westbound two-car CERA fantrip train at Ridgeland Avenue in Oak Park, on temporary trackage during construction of the adjacent Congress (now Eisenhower) expressway. The date is September 14, 1958. By 1955, the new highway was already open as far west as Laramie Avenue. There were two parallel sets of tracks west of there, through Oak Park and Forest Park, the CTA and the Baltimore and Ohio Chicago Terminal. The tracks were moved in stages to the north end of the expressway footprint. Then, the area to the south was dug out and by 1960, the tracks were relocated to their present location just south of the highway, which opened the same year. I can’t call this the Garfield Park “L” since by the time this picture was taken by Robert Heinlein, on September 14, 1958, it had been renamed to the Congress line. The portion of today’s Blue Line that runs in the expressway median had opened as far west as Cicero Avenue on June 22, 1958. During construction, there was a temporary station at Ridgeland, presumably behind the photographer, which replaced one at Gunderson Avenue, a side street.

Chicago Surface Lines 3136 is eastbound on Lake Street on October 21, 1940, operating on Through Route 16. What was a Through Route? These were the first numbered routes, which operated over the tracks of more than one streetcar company. They were a step in the consolidation of these private companies into what became the Chicago Surface Lines in 1913. After heading downtown, this car would have gone south via State Street. This Through Route was discontinued on October 7, 1946. The Lake streetcar route also became Route 16 over time. It ran until 1954. CTA had to run narrow buses on this route due to clearances, and this bus route was discontinued in 1997. Dig the kid with the big ears. Don’s Rail Photos (via Archive.org): “3136 was built by Brill Car Co in December 1922, #21686. It was rebuilt as one-man in 1949.” Here, you can see it is still a two-man car, as someone is entering from the rear.

CTA PCC 4405 is at South Shops after streetcar service ended in June 1958. This Ektachrome slide was very overexposed, and it was not possible to do a perfect job with the color. (David Church collection)

Chicago Aurora and DeKalb car 24 is in Kaneville, Illinois (north of Elgin) in this early photo. Service on this 29-mile interurban, which had a variety of names due to various reorganizations, began in 1906 and ended in 1923, when it was purchased by a scrap dealer and dismantled. The line was only electrified from 1910 on, which helps date the photo. Prior to that, gasoline powered cars were used.

Aurora Elgin and Fox River Electric car 66 is on North Farnsworth Street in Aurora. Passenger service was abandoned on this interurban in 1935. A small portion remained for freight into the early 1970s. That section, in South Elgin, is now the trackage used by the Fox River Trolley Museum. Car 66 was built by the St. Louis Car Company in the mid-1920s and was used as a city streetcar by the AE&FRE. After the company was reorganized in the early 1920s, city service was largely handled by Birney cars, which were operated by one man and had but a single truck underneath.

Our Latest Book, Now Available:

The North Shore Line

FYI, my new Arcadia Publishing book The North Shore Line is now available for immediate shipment. My publisher decided to expand it to 160 pages, instead of the usual 128. That’s a 25% increase, without any change to the $23.99 price. I am quite pleased with how this turned out.

From the back cover:

As late as 1963, it was possible to board high-speed electric trains on Chicago’s famous Loop “L” that ran 90 miles north to Milwaukee. This was the Chicago North Shore & Milwaukee Railroad, commonly known as the North Shore Line. It rose from humble origins in the 1890s as a local streetcar line in Waukegan to eventually become America’s fastest interurban under the visionary management of Midwest utilities tycoon Samuel Insull. The North Shore Line, under Insull, became a worthy competitor to the established steam railroads. Hobbled by the Great Depression, the road fought back in 1941 with two streamlined, air-conditioned, articulated trains called Electroliners, which included dining service. It regained its popularity during World War II, when gasoline and tires were rationed, but eventually, it fell victim to highways and the automobile. The North Shore Line had intercity rail, commuter rail, electric freight, city streetcars, and even buses. It has been gone for nearly 60 years, but it will always remain the Road of Service.

Each copy purchased here will be signed by the author, and you will also receive a bonus North Shore Line map. Books will ship by USPS Media Mail.

Chapters:
01. Beginnings
02. The Milwaukee Division
03. The Shore Line Route
04. The Skokie Valley Route
05. The Mundelein Branch
06. On the “L”
07. City Streetcars
08. Trolley Freight
09. The Long Goodbye
10. The Legacy

Title The North Shore Line
Images of America
Author David Sadowski
Edition illustrated
Publisher Arcadia Publishing (SC), 2023
ISBN 1467108960, 978-1467108966
Length 160 pages

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

For Shipping to US Addresses:

New Compact Disc Titles, Now Available:

HFIH
Hi-Fi Iron Horse
Price: $15.99

Hi-Fi Iron Horse is a unique collection of early steam recordings, made between 1949 and 1954. Portable tape recorders were not yet available when the earliest of these was made, but there was still another source for making high-quality audio– the optical sound track of motion picture film.

Featuring in-service steam of the Baltimore & Ohio, Bessemer & Lake Erie, Burlington, Canadian National, Delaware & Hudson, East Broad Top, Erie, Grand Trunk Western, Huntingdon & Broad Top Mountain, Western Maryland, and Rutland Railway.

Total time – 50:49

TSOS
The Sound of Steam
Reading 2124
Price: $19.99

Three very rare, out of print North Jersey Recordings LPs, now digitally remastered on two CDs at a special price.

The Sound of Steam offers a comprehensive overview of the twilight days of steam railroading in North America, with sounds recorded between 1957 and 1964. Railroads featured include the Denver & Rio Grande Western, Union Pacific, Canadian Pacific, Duluth, Missabe & Iron Range Railway, Gainesville Midland Railroad, Pennsylvania Railroad, Reading Railroad, Canadian National, Twin Seams Mining Company, Nickel Plate, Colorado & Southern, Norfolk & Western, Buffalo Creek & Gauley, Monadnock, Steamtown & Northern, Rockton & Rion Railway, and the National Railways of Mexico.

Reading 2124 features recordings made in 1959 and 1960 on a series of “Iron Horse Rambles,” excursion trips through eastern Pennsylvania. The Reading Company had retained this class T-1 4-8-4 for emergency use after steam was retired on the railroad. Seven years after the last Reading steam loco had hauled a passenger train, a series of 51 special excursion trips were held, ending in 1964. These have since been revived, and the Rambles continue.

Total time – 69:54 (Disc 1) and 61:20 (Disc 2)

RWW-V103
Rods, Wheels, and Whistles
Voice of the 103
Price: $19.99

Two very rare, out of print North Jersey Recordings LPs, now digitally remastered on two CDs at a special price.

Rods, Wheels, and Whistles features the sounds of the Pennsylvania Railroad and the Norfolk and Western Railway, recorded in the twilight years of steam. This LP was originally issued in 1958, but our version is taken from the revised and expanded edition, which includes additional recordings from 1959.

Voice of the 103 documents the former Sumter and Choctaw Railroad #103, a 2-6-2 locomotive built in 1925 by the Baldwin Locomotive Works, after it was refurbished in 1962 to operate on the Middletown and New Jersey. This was an excursion service of the Empire State Railway Museum, which has since moved to a new location and no longer operates trains. The 103 is now on static display.

Our collection is rounded out with three bonus tracks from the Strasbourg Railroad, when old number 31 ran excursion trains on the oldest short line railroad in the United States (chartered in June 1832), joining the Pennsylvania Dutch towns of Strasbourg and Paradise in the early 1960s.

Total time – 46:15 (RWW) and 49:26 (V103)

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North Shore Line Rarities, Part Three

September 14, 2023September 24, 2023David Sadowski 5 Comments

Silverliner 773 is northbound at Belmont. At left, you can see part of the platform the CTA added in 1953, used only by southbound NSL trains. This was to prevent such riders, upon exiting their train, from making a free transfer to the CTA. They would need to exit, re-enter the CTA station, and pay another fare. This was implemented after the Chicago Aurora and Elgin stopped running on the CTA. Riders departing CA&E trains in Forest Park also had to pay a full CTA fare to continue inbound. (Robert D. Heinlein Photo) Miles Beitler adds, “If you zoom in on the photo, there appears to be a northbound train of wood cars just north of the station. The absence of trolley poles would indicate this was a Ravenswood train. If this train was in revenue service, it dates the photo to 1957 at the latest, and more likely the mid-1950s.” Frederic Lestina: “The 4000 series cars in the southbound North-South route train did not receive overhead sealed beam light fixtures until 1953 or so. The Ravenwood train in the background consisted of open platform wood cars and such cars were retired in 1955. Also, the last of the 4000 series cars were displaced from the North – South route by the new CTA 6201 class in 1955. So I would set the timeframe in which the photo was taken to be between 1953 and 1955.”

This is our third and last post featuring black-and-white pictures of the North Shore Line, taken by the late Robert D. Heinlein. All seem to have been taken in the mid-1950s.

In the era before color photography more or less took over the railfan hobby, fans would try and document, as much as possible, an entire railroad’s fleet. They would have black-and-white prints made and would often paste them into scrapbooks of roster shots. This practice was so widespread that you could practically call some of these fans “Rosterfarians.”

Mr. Heinlein was no exception, and now, more than 65 years later, we can marvel at the dedication of these fans, in documenting what they considered was a way of life that was fast disappearing from the American scene. We, in turn, thank Kevin Heinlein for sharing these wonderful images with our readers.

We also have some recent photo finds, which include color shots by Mr. Heinlein and black-and-whites by Robert A. Selle, among other things. Both were excellent photographers.

Keep those cards and letters coming in.

Enjoy!

-David Sadowski

PS- You might also like our Trolley Dodger Facebook auxiliary, a private group that now has 1,431 members.

Our Next Book Project

North Shore Line Roster Shots by Robert D. Heinlein

The interior of car 721. (Robert D. Heinlein Photo)

The control cab of NSL 721. (Robert D. Heinlein Photo)

This station, and Madison/Wabash, have since been replaced by a new one at Washington and Wabash. (Robert D. Heinlein Photo)

NSL 724 is northbound at Randolph and Wabash, at the head of a two-car train.
This station, and Madison/Wabash, have since been replaced by a new one at Washington and Wabash. (Robert D. Heinlein Photo)

Silverliner 737. (Robert D. Heinlein Photo)

Silverliner 738 (center) is heading northbound at Howard Street. (Robert D. Heinlein Photo)

NSL 743. (Robert D. Heinlein Photo)

NSL 746 at Roosevelt Road. (Robert D. Heinlein Photo)

Silverliner 750 at the Highwood Shops. (Robert D. Heinlein Photo)

Silverliner 756 is stopped, possibly for a photo stop, while the conductor consults his watch. (Robert D. Heinlein Photo)

NSL 758, at the rear end of an Illini Railroad Club charter. (Robert D. Heinlein Photo)

NSL 759 at the Milwaukee Terminal. (Robert D. Heinlein Photo)

NSL 761 at Howard Street. (Robert D. Heinlein Photo)

NSL 762. (Robert D. Heinlein Photo)

Silverliner 766, at left, is at the head of an Illini Railroad Club fantrip train at the Mundelein Terminal. The regular service train is at right. (Robert D. Heinlein Photo)

Silverliner 766 is part of a fantrip train on Greenleaf Avenue in Wilmette, on the Shore Line Route. (Robert D. Heinlein Photo)

Silverliner 771. (Robert D. Heinlein Photo)

Silverliner 773. (Robert D. Heinlein Photo)

NSL 774 on the “L”, possibly at Roosevelt Road. (Robert D. Heinlein Photo)

Silverliners 776 and 756 at speed. (Robert D. Heinlein Photo)

A two-car train of standard coaches has just left the Milwaukee Terminal. (Robert D. Heinlein Photo)

On the Winnetka Grade Separation portion of the Shore Line Route. (Robert D. Heinlein Photo)

Electroliner 801-802 is at speed in Skokie.
(Robert D. Heinlein Photo)

Electroliner 801-802 is on 6th Street in Milwaukee. (Robert D. Heinlein Photo)

Electroliner 801-802, possibly departing the Kenosha station. (Robert D. Heinlein Photo)

Electroliner 801-802 at Kenosha (most likely a photo stop on a fantrip). (Robert D. Heinlein Photo)

Electroliner 801-802 on the 6th Street Viaduct in Milwaukee. (Robert D. Heinlein Photo)

Electroliner 803-804 on the Skokie Valley Route.
(Robert D. Heinlein Photo)

NSL Electroliner 803-804, northbound at Belmont. (Robert D. Heinlein Photo)

NSL Electroliner 803-804 at speed. (Robert D. Heinlein Photo)

NSL 803-804 on Lake Street at LaSalle Street downtown. (Robert D. Heinlein Photo)

The Chicago Aurora and Elgin’s Mt. Carmel Branch (also called the Cook County Branch) used overhead wire instead of thrid rail, and was an important source of freight revenue for the interurban. When I-290 was built in the late 1950s, a new bridge took the tracks over the highway. Although CA&E freight service ended in June 1959, the interurban did apparently use this bridge prior to abandonment, as I have seen a photo. Cars could also drive on this bridge, which remained in use at least until 1986. The overhead wire remained up for several years after this branch was taken over by the Indiana Harbor Belt, which used diesel engines. This slide was processed in November 1962. We are looking north. The bridge itself was removed years ago. (Robert D. Heinlein Photo)

Chicago Aurora and Elgin wood car 315, at the Wheaton Yards in a slide processed in April 1962. Some of the windows on this car were boarded up for shipment to the Rockhill Trolley Museum in Pennsylvania, which happened shortly after this picture was taken by Robert Heinlein. 315 was built by Kuhlman Car Company in 1909.

(This and the next picture) Don’s Rail Photos (via Archive.org): “(Northwestern “L” car) 1796 was built by American Car & Foundry in 1907 as NEWRy 287, #5098, a trailer. It was renumbered 1287 in 1913 and rebuilt as motor 1796. It became CRT 1796 in 1923 and was sold to Gaylord Container in Louisiana (circa 1958), where it was scrapped in 1966.” Some other sources put the scrap date in the 1970s. This paper mill removed one side of the car to make it easier to load and unload the rolls of paper it transported. As a result, by the time it was finally retired, the body of 1796 was not structurally sound. It was scrapped for parts to help keep sister car 1797 running at the Illinois Railway Museum. Here, we see it on May 5, 1960 in Bogalusa, Louisiana. (Robert D. Heinlein Photos)

Chicago Aurora and Elgin 401 at the 11th Avenue station in Maywood on June 29, 1957, just a few days before the abrupt end of passenger service. (Robert D. Heinlein Photo)

The interior of Chicago Aurora and Elgin 414 at the Wheaton Shops on April 17, 1957. (Robert D. Heinlein Photo)

While passenger service on the Chicago Aurora and Elgin did end abruptly at mid-day on July 3, 1957, there were various attempts to get service restored after that. On March 6, 1958, a charter trip, using a two-car train, toured the western suburbs as “The Mass Transit Special,” meeting local officials in various towns along the way (and at least one marching band). Here, we see cars 417 and 460 westbound in Wheaton. Although the effort to save the CA&E ultimately failed, there were at least two other charter trips, the last in December 1958. (Robert Heinlein Photo) The former CA&E right-of-way is now the Illinois Prairie Path. The old CA&E Wheaton station would have been behind the photographer. Car 460 is now at the Illinois Railway Museum.

The same location on September 9, 2023.

On May 5, 1963, this is what remained of Chicago Aurora and Elgin car 419 after it was torched during scrapping at the Wheaton Yards. The metal parts that remained would be broken apart and hauled away. 419 was built by Pullman in 1923. Sister car 409, now at the Illinois Railway Museum, is the only Pullman that survives from the fleet. (Robert D. Heinlein Photo)

The control cab of Chicago Aurora and Elgin 460 on an October 26, 1958 fantrip– the final time it operated on the CA&E. There was one later fantrip, but it used two of the wood cars. The 460 is now at the Illinois Railway Museum. (Robert D. Heinlein Photo)

Here is a view of the back end of the Chicago and West Towns bus garage (and former streetcar barn) at North Boulevard and Cuyler Avenue in Oak Park on March 16, 1957. There are a couple of West Towns “Old Look” buses parked in the distance. (Robert D. Heinlein Photo) Mike Franklin: “Photo was taken from atop (and below) a spur feeding off of the C&NW tracks, which provided deliveries to a coal company on the NE corner of Ridgeland & North Blvd. It was removed sometime in the mid 1970’s.” After West Towns was absorbed into PACE, this garage was replaced by one further west on Lake Street. After the building was torn down in the 1980s, a Dominick’s Finer Foods went up, and this in turn has been replaced by a Pete’s Fresh Market.

Chicago Aurora and Elgin 460 is at the Aurora Terminal on April 17, 1957. Chances are this wasn’t a fantrip, as that was a Wednesday. Back then, the great majority of such trips were held on Sundays. This car is now at the Illinois Railway Museum. (Robert D. Heinlein Photo)

The body of Roanoke Railway and Electric car 57 near Salem, VA on August 31, 1957. This is a lightweight Brill Master Unit streetcar, built in 1929. Streetcar service in Roanoke ended in 1948. Sister car 51 is at the Seashore Trolley Museum in Maine. (George Krambles Photo, Robert D. Heinlein Collection)

Aurora Elgin and Chicago city streetcar 256.

In May 1962, workers began tearing up the tracks of the abandoned Chicago Aurora and Elgin Railway. (Robert D. Heinlein Photo)

Chicago Aurora and Elgin 410 heads up a westbound two-car train at the 25th Avenue station in Bellwood on June 29, 1957. (Robert D. Heinlein Photo)

Chicago Aurora and Elgin 421 is at the rear of an eastbound two-car train at the 25th Avenue station in Bellwood on June 29, 1957. (Robert D. Heinlein Photo)

Chicago Aurora and Elgin car 460 is at the front of a two-car train, heading westbound at the 25th Avenue station in Bellwood on May 18, 1957. (Robert D. Heinlein Photo)

Chicago Aurora and Elgin 421 is westbound at 9th Avenue in Maywood on April 20, 1957. (Robert D. Heinlein Photo)

Some very creative fantrips were held back in the old days, using unusual equipment. Here, we see a Central Electric Railfans’ Association excursion on the Chicago Aurora and Elgin interurban, probably prior to World War II, using electric freight locomotives and cabooses.

After the Chicago Aurora and Elgin interurban was abandoned, the railroad put their rolling stock up for sale. The ten curved-sided cars, built in 1945 by the St. Louis Car Company, were the newest and the railroad had hopes of finding buyers for them. Cleveland considered purchasing them for a rapid transit extension to an airport, but that project was delayed, and didn’t open until 1969. Finally, Gerald E. Brookins (pictured here as they were being moved off the property in 1962) purchased four of the cars for his Trolleyville USA, which provided transportation within a trailer park he owned in Ohio. Now, all four are back in Illinois– three at IRM, one at Fox River Trolley Museum. (Robert D. Heinlein Collection)

On April 17, 1957, Chicago Aurora and Elgin wood car 318 is on a fantrip on the Batavia branch, by the Fox River. Robert D. Heinlein took this picture from the second floor of the abandoned powerhouse nearby in Glenwood Park. It has since been demolished, but at one time, provided the electricity for the entire railroad. It was the first major electricity provider in the western suburbs.

Former Aurora Elgin and Fox River Electric car 300 is seen in suburban Cleveland on the Shaker Heights Rapid Transit line. Don’s Rail Photos (via Archive.org): “300 was built by St Louis Car in 1924. #1308. In 1936 it was sold to Cleveland Interurban RR as 300. CI became Shaker Heights Rapid Transit in 1944. It was sold to Milwaukee Rapid Transit & Speedrail in May 1950 as 300. It was scrapped in 1952.” With that in mind, this picture dates to between 1936 and 1950. Sister cars 303, 304, and 306 have been preserved in various railway museums.

Chicago Aurora and Elgin car 459 on a siding in downtown Aurora by the Fox River on April 21, 1957. As with the end of the line in Elgin, overhead wire was used instead of third rail. (Robert D. Heinlein Photo)

North Shore Line electric loco 450 in Milwaukee on February 15, 1938. (T. G. Wurm Photo) Don’s Rail Photos (via Archive.org): “450 was built in 1907 by Alco, (order) #44386, and General Electric, #2696. It was sold to Commonwealth Edison Co. as 6 in February 1948.”

Chicago Aurora and Elgin car 457 at Wesley Street in Wheaton on June 30, 1957, just a few days before the interurban suspended passenger service. This bridge carried the Elgin branch over the Chicago and North Western (now the Union Pacific). (Robert D. Heinlein Photo)

This picture, taken by Robert D. Heinlein on June 30, 1957 in Wheaton, shows the differences between Chicago Aurora and Elgin wood car 309, at left, and steel car 454 at right.

Chicago Aurora and Elgin cars 455, 452, and 459, as they were being scrapped in Wheaton on June 16, 1963. Out of a ten-car order, built in 1945 by the St. Louis Car Company, only four were saved– all bought by Gerald E. Brookins for his Trolleyville USA operation at a trailer park in Ohio. Now all four are back in Illinois. These cars only saw 12 years of regular service. (Robert D. Heinlein Photo)

On August 8, 1954, photographer Robert A. Selle took this picture of Chicago Aurora and Elgin car 459 during a fantrip photo stop on the Elgin branch. The event was a Central Electric Railfans’ Association excursion. When the time comes to submit potential cover images for my next book, this could be among them. When we worked on my last book, I had to submit six different images, and then we chose the one that worked best. Although the sign says “St. Charles – Geneva,” that branch of the CA&E had last run in 1937, but as Bob Bresse-Rodenkirk notes, “Elgin branch trains connected at Lakewood after 1937 for CA&E buses to St. Charles and Geneva.” Michael Crist thinks we are “sitting on the Milwaukee Road interchange track just east of Raymond Street, Elgin.”

Here are the bodies of Chicago and West Towns streetcars 164 and 165 on March 22, 1959. After trolley service ended on the line to LaGrange in 1948, they were apparently dumped in the woods along First Avenue, just north of North Avenue in Melrose Park. (Robert A. Selle Photo)

Five Chicago and West Towns streetcar bodies, in the woods along First Avenue just north of North Avenue on March 22, 1959. Car 141, the only survivor of the fleet, was sold as a chicken coop and was retrieved around this time by the ERHS (Electric Railway Historical Society) group. who tried to get a museum going on a farm in Downers Grove, IL. When that effort failed in 1973, the collection went to the Illinois Railway Museum. After a long, international search for parts, IRM eventually got 141 running again about 10 years ago. (Robert A. Selle Photo)

On Saturday, September 26, 1953, CTA “L” car 2899 is looping at the western end of the Garfield Park line at DesPlaines Avenue in Forest Park, while Chicago Aurora and Elgin car 413 rolls out of the terminal on its way west. This was the new arrangement, starting on September 20th, where the two railroads were no longer connected to each other. Therefore, two loops were necessary that did not directly intersect. There had previously been a loop here for turning CTA trains at ground level, and it was located just behind where the new loop is seen here. This new system remained in place until the CA&E suspended passenger service in 1957, and the CTA reconfigured the entire area in 1959 as work continued nearby on the new expressway. (Robert A. Selle Photo)

On Sunday afternoon, March 21, 1954, a westbound CTA Douglas Park “L” train is at the Racine station on the Metropolitan Main Line. This was shortly before the station closed and was demolished as part of the construction project that built the Congress (now Eisenhower) expressway. This was a four-track “L”, but by this time, Garfield Park trains had been rerouted onto temporary ground-level trackage on Van Buren Street. Logan Square trains had stopped using this part of the “L” in 1951. Starting in April 1954, Douglas Park trains went downtown via a new connection to the Lake Street “L”– the same routing that the Pink Line uses today. (Robert A. Selle Photo)

On December 9, 1951, the CTA, as part of their efforts to speed things up on the “L”, brought A/B “skip stop” service to the Douglas Park branch. Several lightly used stations were closed, but Wood Street (1800 W, 2100 S) was one of three that were given “partial” service. There was no agent on duty, and riders had to put a token into a turnstyle to enter. Soon the other two such stations were closed, but Wood continued as a partial service station from May 3, 1952 until May 19, 1957, when it was closed. Certain “B” trains that stopped at Wood had a special sign, which you see here, in this photo taken by Robert A. Selle on March 21, 1954. (Station info from http://www.chicago-l.org)

This is the interior of CTA wooden “L” car 3141, taken on December 12, 1953 at the Indiana Avenue station. It was operating on the Stock Yards branch and was laying over on a stub end track. (Robert A. Selle Photo)

A CTA 1700-series “L” car leaves the pocket track at Indiana Avenue on Saturday afternoon, November 28, 1953, for its trip east to 42nd and Oakenwald. Between 1949 and 1957, Kenwood operated as a shuttle, after which it was discontinued. (Robert A. Selle Photo)

This is apparently the only Birney car that ran on the Aurora streetcar system. Here’s what the Hicks Car Works blog has to say about it: “In 1920, in order to improve service, the company (Aurora Plainfield and Joliet Railway) ordered a new four-wheel Birney streetcar to operate the local line in Joliet… On July 21, 1924, the company was authorized to abandon its line. All service was stopped on August 31, 1924, being one of the first interurban systems in Illinois to be abandoned… The Birney streetcar was shipped to the Aurora streetcar system, with delivery being made via the Chicago & Illinois Valley Railway to Morris, the Fox & Illinois Union Railway to Yorkville, and then over the abandoned (but not yet dismantled) Yorkville division of the Aurora Elgin & Fox River Electric Company to Aurora. (Aurora Plainfield and Joliet) 101 – AR (arch roof) ST (single truck) DE (double end) Birney streetcar – St. Louis (Car Company)1920 (ord#1249) – K63 control, St Louis 7 truck – sold in 1924 to Aurora Elgin & Fox River Electric as number 48.”

Another view of Aurora Elgin and Fox River Electric Birney car 48. Birney cars were briefly popular in the 1920s for use on smaller streetcar systems, since they could be operated by one person. Because they are single truck cars, riding qualities weren’t the best, but they are certainly popular among the fans. “Downer” is a street in Aurora.

Our Latest Book, Now Available:

The North Shore Line

From the back cover:

As late as 1963, it was possible to board high-speed electric trains on Chicago’s famous Loop “L” that ran 90 miles north to Milwaukee. This was the Chicago North Shore & Milwaukee Railroad, commonly known as the North Shore Line. It rose from humble origins in the 1890s as a local streetcar line in Waukegan to eventually become America’s fastest interurban under the visionary management of Midwest utilities tycoon Samuel Insull. The North Shore Line, under Insull, became a worthy competitor to the established steam railroads. Hobbled by the Great Depression, the road fought back in 1941 with two streamlined, air-conditioned, articulated trains called Electroliners, which included dining service. It regained its popularity during World War II, when gasoline and tires were rationed, but eventually, it fell victim to highways and the automobile. The North Shore Line had intercity rail, commuter rail, electric freight, city streetcars, and even buses. It has been gone for nearly 60 years, but it will always remain the Road of Service.

Each copy purchased here will be signed by the author, and you will also receive a bonus North Shore Line map. Books will ship by USPS Media Mail.

Title The North Shore Line
Images of America
Author David Sadowski
Edition illustrated
Publisher Arcadia Publishing (SC), 2023
ISBN 1467108960, 978-1467108966
Length 160 pages

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

For Shipping to US Addresses:

New Compact Disc, Now Available:

CTA-1
The Last Chicago Streetcars 1958
# of Discs – 1
Price: $15.99

Until now, it seemed as though audio recordings of Chicago streetcars were practically non-existent. For whatever reason, the late William A. Steventon does not appear to have made any for his Railroad Record Club, even though he did make other recordings in the Chicago area in 1956.

Now, audio recordings of the last runs of Chicago streetcars have been found, in the collections of the late Jeffrey L. Wien (who was one of the riders on that last car). We do not know who made these recordings, but this must have been done using a portable reel-to-reel machine.

These important recordings will finally fill a gap in transit history. The last Chicago Transit Authority streetcar finished its run in the early hours of June 21, 1958. Now you can experience these events just as Chicagoans did.

As a bonus, we have included Keeping Pace, a 1939 Chicago Surface Lines employee training program. This was digitally transferred from an original 16” transcription disc. These recordings were unheard for 80 years.

Total time – 74:38

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Elevation

December 5, 2022January 2, 2023David Sadowski 9 Comments

An eastbound six-car Lake Street “L” A train approaches Oak Park Avenue in suburban Oak Park on March 23, 1955. Trains ran adjacent to South Boulevard until October 28, 1962, when they were relocated to the Chicago and North Western embankment. (Robert A. Selle Photo)

October 28, 2022 was the 60th anniversary of the elevation of the outer 2.5 miles of the Lake Street “L” (now the CTA Green Line). This was an important event in the history of suburban Oak Park and the Austin neighborhood in Chicago.

The steel Lake Street “L” structure, first opened in 1893, was only built as far west as Laramie Avenue (5200 W). Once the main “L” lines were built by the four original private companies, they extended service out to less populated areas at a greatly reduced cost by putting the tracks at ground level. The idea was to establish service, then wait until the surrounding area developed, and then elevate the tracks.

In some cases, this elevation never happened. To this day, portions of the Chicago Transit Authority’s Brown, Pink, Yellow, and Purple lines continue to run at ground level.

The Lake Street “L”‘s ground level extension opened in 1901. The Chicago and North Western’s tracks, which were adjacent to the “L”, were elevated circa 1909-1910, with extremely tight clearances the result. The ground level “L” operated much like a streetcar, using overhead wire instead of third rail, and used high-level platforms.

By the 1930s, the City of Chicago, under the influence of New York City, wanted to build subways to replace the Loop elevated. The subways that eventually were built (State Street, Milwaukee-Dearborn, and West Side) were very ambitious and costly projects which helped alleviate overcrowding on the Loop, but could not replace it outright.

City planners had ideas for putting portions of the Lake line into various subways, so portions of the elevated structure could be torn down. But once the Chicago Transit Authority took over operations in 1947, it was quickly determined that the outer portion of the line, the ground-level section, was the real difficulty.

There were 22 grade crossings in this section, all manually operated by a gateman 24 hours a day. In a similar situation, the City of Berwyn was uncooperative with the CTA’s plans to reduce the number of grade crossings and install automatic gates. As a result, service on the Douglas Park “L” was cut back from Oak Park Avenue (6800 W) to 54th Avenue (5400 W), where it remains today.

Faced with the possible truncation of the Lake Street “L” to Laramie Avenue, the Village of Oak Park took a different approach, working cooperatively with all the interested parties (the City of Chicago, Chicago Transit Authority, and the Chicago and North Western), and a plan came about that benefitted everyone.

The C&NW embankment had enough extra space on it to accommodate the CTA tracks, which permitted the Lake Street “L” to be elevated at last. Removing the tracks from the street eliminated all 22 grade crossings, reducing the CTA’s payroll.

“L” operations were speeded up, offering better service, and the North Western received new revenue from renting out the space. The railroad was allowed to close some lightly used commuter rail stations, ceding these customers to the CTA, which speeded up service for riders farther out.

Removing the ground-level tracks widened the street, reducing traffic congestion and increasing the amount of parking spaces available. It was a win-win for all.

Plans were finalized around 1958, but construction does not seem to have begun until 1961. Service was changed over to the embankment at 6:00pm on October 28, 1962 (see the newspaper article below).

I was seven years old when this transition took place, and rode the ground-level “L” many times. It was always a bit tense, as all 22 cross streets were blind crossings. Cars might come darting out from under a viaduct at the last second, and there were some collisions between “L” cars and autos.

The tight clearances also prevented the use of the CTA’s 6000-series “L” cars in the 1950s, as they had curved sides that stuck out farther than previous equipment. Once the line began running on the embankment, it was possible to use newer equipment, and the CTA assigned many of their new 2000-series rapid transit cars to the Lake line starting in 1964.

Now, the “L” has been running on the embankment for nearly the same length of time as the ground-level operation had. And practically every trace of that surface trackage and stations is long gone.

People who have grown up in the area since 1962 might not have any idea that the “L” ever ran anywhere but on the embankment, but this is an important part of Oak Park’s history, and it deserves to be remembered.

Fortunately, we recently collected various images showing both the construction work, and many taken on the very day of the ground-level operation, October 28, 1962. In addition to this, we have an excellent selection of other classic traction photos from around the country.

We are pleased to report that our latest book The North Shore Line is now 100% complete and has gone to press. The publication date is February 20, 2023, and we are now taking pre-orders. You will find more information about that at the end of this post (and our Online Store).

-David Sadowski

PS- You might also like our Trolley Dodger Facebook auxiliary, a private group that now has 1,016 members.

Our friend Kenneth Gear now has a Facebook group for the Railroad Record Club. If you enjoy listening to audio recordings of classic railroad trains, whether steam, electric, or diesel, you might consider joining.

FYI, the Hoosier Traction Facebook Group celebrates electric transit in Indiana and the Midwest. It also supports the activities of the annual Hoosier Traction Meet in Dayton, OH (although not affiliated with the North American Transit Historical Society, which organizes that event).

The Lake Street “L” in Transition

In this July 16, 1961 view, work has just started on connecting the “L” with the nearby Chicago and North Western embankment. But the changeover point between overhead wire and third rail has already been moved to the Central Avenue ground-level station. This would otherwise have been a complicating factor in the transition process, as both routes would need to be operational for a short time simultaneously.

The view looking west from Laramie Avenue on August 27, 1961. A new temporary track has been built at left, supported by wooden pilings, to allow the ground-level operation to continue while the new “L” connection is being built. Note the Chicago and North Western freight train at right.

This picture, taken on August 27, 1961, shows how the “L” was shored up during construction of the new connection to the nearby railroad embankment.

On August 27, 1961, new steel has been added to the “L” structure at Laramie Avenue. This section of “L” was eventually rebuilt in the 1990s, when the line was shut down for about two years.

On September 10, 1961, new streel is being added to the “L” to support the additional tracks needed for the realignment.

Looking west from the Laramie Avenue “L” station on September 17, 1961. New tracks will be added to create a junction between the old and new alignments.

Third rail (here referred to as “trolley rail”) was installed between Laramie and Parkside Avenues on the Lake Street “L” as of May 8, 1961. This was one of the first actions taken in the project to move the “L” onto the nearby railroad embankment.

Work on the CTA’s new Congress “L” branch was finishing up just as work began on realigning the outer portion of the Lake Street “L”. Once these projects were finished, all the CTA grade crossings in Oak Park and Forest Park were eliminated.

The changeover point from third rail to overhead wire on the Lake Street “L” was moved from Laramie to Central Avenue on May 22, 1961, at the beginning of the relocation project.

Overhead wire was removed from the eastbound Lake Street “L” track between Central and Laramie on May 24, 1961.

Central Avenue and Lake Street on October 28, 1962. This was the only place on the “L” system where trains under wire crossed a trolley bus line. Motor buses replaced trolley buses on Central on January 17, 1970. This portion of Lake Street was renamed Corcoran Place a few years after this picture was taken, to honor a local alderman who had recently died.

We are looking east along what was then Lake Street at Mayfield Avenue on October 28, 1962. We are just east of where the dedication ceremony took place. The new Central Avenue “L” station can be seen in the distance.

We are looking to the northeast along what was then Lake Street (now Corcoran Place) just east of Austin Boulevard on October 28, 1962.

Chicago’s dedication ceremony for the new “L” alignment took place on what was then Lake Street (now Corcoran Place), between Austin Boulevard and Mason Avenue. Mayor Richard J, Daley and CTA chairman Virgil Gunlock presided. A similar ceremony was held in Oak Park.

CTA “L” car 4407 appears to have been decorated for the dedication event near the Austin stop on October 28, 1962.

I believe we are just west of the Austin Boulevard “L” station on October 28, 1962.

Clearances were extremely narrow on the ground level portion of the Lake Street “L”, and therefore, when the line was elevated, temporary entrances were used. Once the old “L” had been cleared away, construction of the permanent entrances continued.

Again, near Austin Boulevard on October 28, 1962. We are looking to the northeast.

An eastbound Lake Street “A” train is just east of Ridgeland Avenue on October 28, 1962.

We are looking west, just east of the Ridgeland Avenue “L” station on October 28, 1962. The building at left with the sign on it advertising a dry cleaner is now occupied by the Tayloe Glass Company.

We are looking west along South Boulevard at Marion Street in suburban Oak Park on October 28, 1962. A two-tone mid-50s Ford heads north on Marion, while an early 1960s Corvair is eastbound on South Boulevard. This is a rare opportunity to see “L” cars on both levels.

We are looking west along South Boulevard at Marion Street on October 28, 1962. The sign at left advertises Blue Cab, and there is a cab waiting there to serve people getting off the “L”.

Looking west along South Boulevard at Marion Street on October 28, 1962. Due to the narrow width of South Boulevard in this area, it was a one-way street going east. This section is now a two-way street, although there is still a section that is one way westbound, between Oak Park Avenue and Home Avenue.

A closer view of the new and old “L” stations. The sign above the entrance advertises the all metal “L” cars the CTA had operated on Lake since the last wood cars were taken off this line in 1954.

At one time, Blue Cab had their headquarters on South Boulevard, but I don’t recall offhand whether they were located here. The Lake Street “L” ground-level trackage extended across Harlem Avenue a short distance west of here. In the distance, you can see construction is already underway on expanding the railroad embankment to create a new yard for Lake Street trains. It opened in 1964.

This slide, taken by the same photographer, has a processing date of May 1963. Lake Street trains are running on the embankment, with their trolley poles removed. The old tracks are still in place but will soon be ripped up. The adjacent street was widened and parking spaces added.

The Congress Expressway is under construction at Homan Avenue on October 9, 1955, and would soon open as far west as Laramie Avenue. Tracks are already being laid for the new CTA Congress “L” line, which opened on June 22, 1958, replacing the old Garfield Park “L”. Note the very flimsy barrier separating the “L” and highway. This soon proved completely inadequate and was eventually replaced by concrete barriers. Mayor Richard J. Daley drove the first spike for the new rails on July 8, 1955 near Pulaski Road. We are looking east. The entire story of the transition from the Garfield Park “L” to the Congress median line is told in my 2018 book Building Chicago’s Subways.

We were fortunately to recently purchase this original early red border Kodachrome slide, taken on September 7, 1941. It shows a fan taking a picture of Connecticut Company car 500, built in 1904 and described as the pride of the fleet, equipped with a kitchen, bathroom, and dining tables. It was acquired by the Shore Line Trolley Museum in 1948.

A view of the Chicago Transit Authority’s Stock Yards branch on September 16, 1956. Service was discontinued the following year, and it has now been 65 years since the last wooden “L” car ran in regular service in Chicago.

Some Milwaukee Electric interurban trains ran past the North Shore Line’s Milwaukee Terminal, although there does not seem to have been a track connection here. This picture dates to the 1940s. A TM interurban car did operate on a North Shore Line fantrip in 1949, so there must have been a track connection somewhere. An Electroliner is berthed at the terminal.

The Logan Square “L” Terminal, right around the end of service in late January 1970. Service was extended on this line via the new Kimball Subway and a median line in the Kennedy Expressway. Service went only to Jefferson Park at first, but now continues all the way to O’Hare Airport.

Another view of the old Logan Square “L” station near the end of service.

On December 6, 1958, CTA salt car AA98 was still on a trailer at the Electric Railway Historical Society (ERHS) location in Downers Grove. It was formerly Chicago Surface Lines car 2846 and was built in 1908 by the South Chicago City Railway. It went to the Illinois Railway Museum in 1973. (Robert A. Selle Photo)

The CTA Congress Expressway median line was not the first of its type, that distinction having been taken by the Pacific Electric in 1940. Here, we see a 600-series “Hollywood” car in Cahuenga Pass at Barham Boulevard. This print was made in 1946 but could have been taken earlier. PE service here ended in 1952 (this was part of the Van Nuys line) and the right-of-way was taken up by additional traffic lanes. (Stuart A. Liebman Photo)

Don’s Rail Photos: “(North Shore Line) 420 was was built by Pullman in 1928 as an observation. It was out of service by 1932. On July 21, 1943, it reentered service as a motorized coach. It was sold to Seashore Trolley Museum in 1963.” Here we see it prior to conversion.

North Shore Line diner 418 at the Milwaukee Terminal, when it was still in service as a diner. This print was made in 1945 but could have been taken earlier. Dining car service on the CNS&M ended in 1947, except for the Electroliners, and car 415, which was used in the “substitute Liner” and for charters.

A five-car train of Chicago Aurora and Elgin wood cars, including 312, in Wheaton. This print was made in 1945, but the picture was probably taken earlier. (E. Dale Photo)

Chicago Aurora and Elgin wood car 24 in Wheaton. This print was made in 1945, but the picture was probably taken earlier. (E. Dale Photo)

Chicago Aurora and Elgin steel car 431, which was built by Pullman, in Wheaton. This print was made in 1945, but the picture was probably taken earlier. (E. Dale Photo)

A two-car Chicago Aurora and Elgin train, with 414 at the rear, heads west at Laramie Avenue as an Elgin Express. This picture was printed in 1945 but was probably taken earlier. (E. Dale Photo)

Chicago Surface Lines pre-war PCC 7020 heads west on Madison Street at Central Park Avenue. This print was made in 1946 but could have been taken earlier. There is another picture taken at this location in my 2017 book Chicago Trolleys, showing a postwar PCC. (Ken Kidder Photo)

Chicago Aurora and Elgin wood car 140, formerly from the North Shore Line. Don’s Rail Photos: “138 thru 141 were built by American Car in 1910. They were rebuilt for Elevated compatibility in 1919. They were also leased to the CA&E in 1936, returned to the CNS&M in 1945, and sold to the CA&E in 1946.” This print was made in 1945, but could have been taken earlier. (E. Dale Photo)

Chicago Aurora and Elgin steel car 417 heads up a Chicago Express at Laramie Avenue. This print was made in 1945, but could have been taken earlier. (E. Dale Photo)

Don’s Rail Photos: “In 1937, the CA&E needed additional equipment. Much was available, but most of the cars suffered from extended lack of maintenance. Finally, 5 coaches were found on the Washington Baltimore & Annapolis which were just the ticket. 35 thru 39, built by Cincinnati Car in 1913, were purchased and remodeled for service as 600 thru 604. The ends were narrowed for service on the El. They had been motors, but came out as control trailers. Other modifications included drawbars, control, etc. A new paint scheme was devised. Blue and grey with red trim and tan roof was adopted from several selections. They entered service between July and October in 1937. The following year, three more cars were acquired. 80 thru 82 were combines built by Cincinnati in 1913. On the CA&E, they were rebuilt in much the same manner as the 600s. The baggage compartment was fitted with seats and the cars were operated as full coaches numbered 700 thru 702. 700 was built by Cincinnati Car Co in 1913 as WB&A 80. It was sold as CA&E 700 in 1938.” This picture was printed in 1945, but could have been taken earlier. The location is the Wheaton Shops. (E. Dale Photo)

Chicago Aurora and Elgin 435 is westbound at Laramie Avenue on an Aurora Express. This photo was printed in 1945, but could have been taken earlier. (E. Dale Photo)

Chicago Aurora and Elgin 423 is running on the streets of Aurora as an express. The terminal was relocated off the street at the end of 1939, and the license plate on the car at left is from 1934 or 1936 (probably the former). This print was made in 1945. (E. Dale Photo)

Birney car 1501 is in Council Bluffs, Iowa in 1947. (Victor G. Wagner Photo)

This is the West Penn Railway in Greensburgh, Pennsylvania, which is 30 miles southeast of Pittsburgh.

North Shore Line 714 heads up a southbound Chicago Express on the Shore Line Route in North Chicago in 1947. This car was built in 1926 by the Cincinnati Car Company. After the North Shore Line was abandoned in 1963, 714 went to the Illinois Railway Museum, where it is today. (Victor G. Wagner Photo)

A view of the Metropolitan “L” crossing the Chicago River on July 10, 1949. We are looking to the northwest.

Five Mile Beach Electric Railway car 32 in Wildwood, New Jersey in 1940. (G. Pilkington Photo)

CTA 2712 leads a two-car Douglas Park “L” train in the early 1950s. The train is headed towards Marshfield Junction, where Douglas Park, Garfield Park, Logan Square, and Humboldt Park lines converged into the Met “L” main line at Paulina. Construction is underway here for the Congress Expressway. A new north-south connection was built soon after this picture was taken, so that Douglas Park trains could be re-routed downtown via the former Logan Square tracks to a new connection with the Lake Street “L”. This allowed the Met main line to be removed east of here in 1954, where the “L” was in the way of the new highway.

A four-car train of CTA 4000s is (I presume) near Howard in the 1950s. Miles Beitler adds, “Photo aad702a looks like a train of 4000s leaving Howard Street southbound on track 1. If I’m correct that that the overhead wire has been removed and the trolley poles on the 4000s are down, this must be after third rail was installed on track 1, which would date the photo to around 1964 or later.”

Indiana Railroad high-speed car 69 is at Indianapolis on August 11, 1940.

A North Shore Line freight train is at the Rondout weigh station in January 1963.

North Shore Line combine 256 is at the front of a three-car train of “Greenliners” (a fan term) in a slide processed in June 1961.

The Ravinia Park Casino was built in 1904 and demolished in 1985. Ravinia Park was built by the Chicago and Milwaukee electric, which became the North Shore Line in 1916.

Indiana Railroad high-speed car 59 is at Indianapolis on August 11, 1940.

A Chicago Aurora and Elgin electric loco in Wheaton, where the lines diverged to go to either Aurora (shown here) or Elgin.

When I posted this circa 1954-55 Garfield Park “L” image to our Facebook group, it generated a lot of discussion as to whether or not this 4000-series “L” car was still in CRT brown paint. The CTA repainted these cars into green and cream starting around 1952. But after much consideration, my conclusion is that this is just a trick of the light, and the car is actually painted in the later CTA colors. It is in shadow and not in direct sunlight. By this time, all such cars should have been repainted and put into married pairs with various modifications (which are visible on this car). The car behind it, which is presumably its mate, is painted green and cream. We are at the east end of the Van Bure Street temporary trackage, which was used from 1953 to 1958. The photographer was apparently looking out the front end of a westbound train, and there was a ramp behind the photographer leading up to the old “L” structure heading to the Loop. The cross street here is Racine Avenue (1200 W).

I assume this picture of Chicago Surface Lines Peter Witt car 6311 was taken at Devon station. The date given with the negative was January 6, 1941 but this hardly seems likely, given the foliage and the open door. Perhaps month and date were reversed, and a date of June 1, 1941 is correct.

A view of the Indiana Railroad’s Muncie Terminal on August 10, 1940. The photo is by WVK, although I don’t know what those initials stand for.

Indiana Railroad high-speed car 78 in Indianapolis in the late 1930s.

A night shot of the North Shore Line’s Milwaukee Terminal in July 1962.

North Shore Line car 748 is part of a two-car train near North Chicago Junction on September 4, 1961.

This and the next picture shows a Aurora Elgin and Chicago (predecessor to the CA&E) monthly ticket book from June 1922.

The Chicago Aurora and Elgin used uncovered third rail in nearly all areas, including here, in Wheaton, where the Aurora and Elgin branches diverged. A small boy is playing in a nearby field, and people then were not terribly concerned with the danger posed by 600 volts of direct current. If the CA&E had survived, chances are additional protections would be in place.

North Shore Line wood car 132 and train at Ravinia Park in the early 1900s.

Starting in the 1930s, enterprising railfans such as the late Barney Neuberger sold prints of streetcars and interurbans. The smallest such prints were what is now called wallet size, and the going rate was usually 10 cents. Mr. Neuberger had flyers and catalogs printed. There are thousands and thousands of such photos that still circulate, and enrich our knowledge of the past.

CTA 2811 heads up a westbound Garfield Park “L” train of wood cars, circa 1953-54. The ramp connected to the temporary tracks on Van Buren Street/ We are near Sacramento Boulevard. For a time, these tracks crossed over the new Congress Expressway, which was built underneath it. Once the new Congress median line opened in 1958, this structure was removed.

A two-car Garfield Park “L” train, made up of 4000-series cars, heads west on temporary trackage in Van Buren Street on September 2, 1955. A portion of the Congress Expressway, then under construction, opened later that year.

A Philadelphia Suburban Transportation Company Brill Master Unit is on West Chester Pike at Paoli Road in February 1945. (David H. Cope Photo)

The Chicago Aurora and Elgin station in Wheaton, probably in the 1920s.

CTA 6190-6189 is at Adams and Wabash on the Loop “L” in July 1954.

A northbound CTA train of curved-door 6000s is on the South Side “L” just north of 35th Street in 1954. The middle track had been used for express trains until the CTA realigned north-south service in 1949.

This picture was taken from out of the front window of a Lake Street “L” train on July 17, 1954. We are near Garfield Park, and the 4000-series cars parked on the middle track are in mid-day storage. The middle track had been used by express trains prior to 1948, when the CTA inaugurated A/B “skip stop” service.

CTA 6047-6048 are looping via a wooden structure at DesPlaines Avenue on July 14, 1954. This was necessary once Chicago Aurora and Elgin service was cut back to Forest Park, starting in September 1953. The direct connection between the two railroads was severed and this loop took CTA trains over the CA&E tracks. Once CA&E was allowed to discontinue passenger service in July 1957, the ramp was no longer necessary. The entire yard area was revamped in 1959 in conjunction with nearby expressway construction.

Philadelphia Suburban Transportation Company (aka Red Arrow Lines) double-ended car 19 is outbound on West Chester Pike, headed for West Chester, in the early 1950s. Buses replaced trolleys on this line in 1954 so the road could be widened.

Chicago and Illinois Valley (aka the Chicago Ottawa and Peoria, part of the Illinois Traction System) car 56 at Ottawa, Illinois. Don’s Rail Photos: “In 1901, the Illinois Valley Traction was incorporated to build the first part of what later became the CO&P. Various other companies were involved in the construction until the CO&P consolidated them all by 1909. The CO&P became the Valley Division of Illinois Traction Inc. in 1923. In 1929, a new company, the Chicago & Illinois Valley, took over the Valley Division and operated it until abandonment on May 14, 1934. It was always considered a part of the Illinois Traction, and this can be seen in its rolling stock. 55 and 56 were built by St. Louis in 1903. 55 was retired in 1921. 56 was used in Peoria from 1920 thru 1927 when it was returned to the Valley. It was scrapped in 1934.”

The next-to-last North Shore Line fantrip took place on January 12, 1963, and used coaches 150 and 160. Here, the train has made a photo stop at the old Chicago Rapid Transit Company “L” station at Kostner Avenue, which was in use from 1925 to 1948 on the Niles Center branch. The station was designed by Insull staff architect Arthur U. Gerber. North Shore trains never stopped here in regular service. (William C. Hoffman Photo) Scott Greig adds: “By the way, the last charter on the North Shore was the day after the one pictured. It was a CERA charter with four Silverliners on Sunday, January 13, 1963. Illini Railroad Club announced that they would have a charter on the last day, but they finally had to settle for an extra car added to a regular train.”

The two car fantrip train has stopped at the old Clark and Lake “L” station on January 12, 1963. (William C. Hoffman Photo)

North Shore Line coach 772 is southbound at North Chicago Junction on July 4, 1955, operating on the Shore Line Route that would be abandoned later that month. Skokie Valley Route trains went to the other side of the station. (William C. Hoffman Photo)

The North Shore Line Milwaukee Terminal on June 25, 1961.

Electroliner 803-804 is northbound on Fifth Street in Milwaukee at Maple on January 13, 1963. All the buildings on the right are gone now, as this is now the location of an expressway. (Jeffrey L. Wien Photo)

North Shore Line snow plow 605 at Pettibone Yards on August 29, 1964. Built by Russell in 1921, it became the last piece of NSL equipment to be scrapped on the property. David A. Myers Jr. says he found someone who was interested in taking it, but they procrastinated so long that the tracks were taken up around the car, and it was then scrapped in place. (Jeffrey L. Wien Photo)

Chicago Surface Lines prewar PCC 4048 is downtown, signed for the Madison-Fifth route which was a branch of Route 20 – Madison. The 83 cars in this series were built in 1936 and retired in 1956. The sole survivor is 4021, which is now at the Illinois Railway Museum.

Chicago Surface Lines work car H7. Don’s Rail Photos: “H7, mail car, was built by American Car Co in 1891, as a Cicero & Proviso Street Railway passenger car. It was rebuilt as Chicago Union Traction 8 in 1900 as a mail car and as Chicago Railways 8 in 1903. It was renumbered H7 in 1913 and became CSL H7 in 1914. It was retired on May 16, 1949.”

Indiana Railroad car 65. Don’s Rail Photos: “65 was built by Pullman in 1931, #6399. The lounge section was replaced by a baggage section. 65 was sold to the Cedar Rapids & Iowa City as 120 in 1941. In 1954 it was purchased as the first car of the Illinois Railway Museum, which was known as the Illinois Electric Railway Museum at that time. I put in many enjoyable hours working on that car prior to 1960 when I moved to Peoria.”

Our Latest Book, Now Available for Pre-Order:

The North Shore Line

Publication Date: February 20, 2023

FYI, my new Arcadia Publishing book The North Shore Line is now finished and has gone to press. My publisher decided to expand it to 160 pages, instead of the usual 128. That’s a 25% increase, without any change to the $23.99 price. I am quite pleased with how this turned out.

From the back cover:

As late as 1963, it was possible to board high-speed electric trains on Chicago’s famous Loop “L” that ran 90 miles north to Milwaukee. This was the Chicago North Shore & Milwaukee Railroad, commonly known as the North Shore Line. It rose from humble origins in the 1890s as a local streetcar line in Waukegan to eventually become America’s fastest interurban under the visionary management of Midwest utilities tycoon Samuel Insull. The North Shore Line, under Insull, became a worthy competitor to the established steam railroads. Hobbled by the Great Depression, the road fought back in 1941 with two streamlined, air-conditioned, articulated trains called Electroliners, which included dining service. It regained its popularity during World War II, when gasoline and tires were rationed, but eventually, it fell victim to highways and the automobile. The North Shore Line had intercity rail, commuter rail, electric freight, city streetcars, and even buses. It has been gone for nearly 60 years, but it will always remain the Road of Service.

Each copy purchased here will be signed by the author, and you will also receive a bonus North Shore Line map. Books will ship by USPS Media Mail as soon as we receive them, on or before February 20, 2023.

Title The North Shore Line
Images of America
Author David Sadowski
Edition illustrated
Publisher Arcadia Publishing (SC), 2023
ISBN 1467108960, 978-1467108966
Length 160 pages

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

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The Last Chicago Streetcars 1958
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Help Support The Trolley Dodger

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Autumn Leaves

September 30, 2022October 5, 2022David Sadowski 9 Comments

North Shore Line Silverliner 737 (at left) and “Greenliner” 767 (at right) prepare to leave the Milwaukee Terminal on May 24, 1953. (Robert Selle Photo)

Seasons change and Fall is here. Today’s post features classic images from two excellent photographers, Robert A. Selle (1929-2013) and Charles L. Tauscher (1940-2017). Selle was a master of black-and-white photography, while Tauscher shot Kodachrome slides in his prime.

We spent a lot of time working these slides over in Photoshop, making them look their best for you. Some required a lot of cleaning.

Lastly, we have some interesting historical CTA documents to share. Going back to the original source can often shed light on past events.

Keep those cards and letters coming in, folks.

-David Sadowski

New Book Update

FYI we recently turned in a second draft of our upcoming book The North Shore Line to Arcadia Publishing. I am pleased to report that the book has been expanded to 160 pages (from 128), a 25% increase. A publication date of February 20, 2023 has been announced, and we will begin our pre-sale on November 20 of this year.

PS- You might also like our Trolley Dodger Facebook auxiliary, a private group that now has 974 members.

Indiana Railroad cars 446, 737, and 68 in Indianapolis, IN on June 3, 1938.

FYI, we are in the process of assisting with the creation of a new Facebook group called Hoosier Traction, which will be formally announced in the near future.

The Hoosier Traction Facebook Group will celebrate electric transit in Indiana and the Midwest, and also support the activities of the annual Hoosier Traction Meet in Dayton, OH (although not affiliated with the North American Transit Historical Society, which organizes that event).

The North Shore Line (nearly all by Robert A. Selle)

North Shore Line car 162 is at the rear of a northbound train at Chicago Avenue on June 30, 1958. This car is now the oldest survivor of the fleet, and recently arrived at East Troy, where it will be restored. (Robert Selle Photo)

North Shore Line tool car 234 (a former Merchandise Despatch car) at Edison Court in Waukegan on August 2, 1958. (Robert Selle Photo)

A view of the abandoned Shore Line Route and the crossover to the Chicago Hardware Foundry Company in North Chicago in April 1956. (Robert Selle Photo)

A view of the abandoned Shore Line Route in North Chicago in April 1956. (Robert Selle Photo)

North Shore Line caboose 1005 at North Chicago in June, 1939. (Richard J. Anderson Photo)

North Shore Line caboose 1004 at North Chicago on September 17, 1955. (Robert Selle Photo)

Former North Shore Line Merchandise Despatch car 213 at North Chicago (Chicago Hardware Foundry Company) on August 20, 1955. (Robert Selle Photo)

Newly painted North Shore Line caboose 1003 at North Chicago on January 19, 1957. (Robert Selle Photo)

North Shore Line caboose 1002 at North Chicago on January 19, 1957. (Robert Selle Photo)

North Shore Line car 419 is at the Highwood Shops on August 9, 1953. (Robert Selle Photo)

North Shore Line car 444 at the Highwood Shops on August 9, 1953. (Robert Selle Photo)

North Shore Line car 169 in Mundelein on August 9, 1953. (Robert Selle Photo)

North Shore Line car 735 is at the Mundelein Yards on August 9, 1953. (Robert Selle Photo)

North Shore Line car 150 is on the rear end of a northbound train at Chicago Avenue on June 3, 1959. (Robert Selle Photo)

North Shore Line diner/lounge car 417 is at the Highwood Shops on February 20, 1955. (Robert Selle Photo)

North Shore Line Silverliner 764 is on a side track at Edison Court in Waukegan on July 26, 1958. (Robert Selle Photo)

North Shore Line car 169 is on a side track at Edison Court in Waukegan on July 9, 1955. (Robert Selle Photo)

North Shore Line car 190, which had recently been damaged by fire, at the Highwood Shops on August 27, 1955. (Robert Selle Photo)

North Shore Line steeple cab loco 452 (with 453 at left) at Great Lakes Naval Station, on August 9, 1953. (Robert Selle Photo)

North Shore Line loco 459 at the Pettibone Shops in North Chicago on October 23, 1954. (Robert Selle Photo)

North Shore Line tool car 234 at the Highwood Shops on February 20, 1955. (Robert Selle Photo)

North Shore Line line car 606 at the Highwood Shops on February 20, 1955. (Robert Selle Photo)

North Shore Line line car 604 at the Highwood Shops on February 20, 1955. (Robert Selle Photo)

Chicago Transit Authority Buses by Charles L. Tauscher

CTA trolley bus 9410 is westbound on Montrose Avenue in June 1961. Note the late 1940s Jeepster at left, and the mid-50s Chevy at right. (Charles L. Tauscher Photo)

CTA trolley bus 9341 is southbound on Central Avenue at North Avenue in August 1965, at a time when a White Castle hamburger cost just 12 cents. (Charles L. Tauscher Photo)

The same location in 2019. There is still a White Castle on the corner, off to the left, but the building in the previous photo has been replaced by a newer one just out of view.

CTA trolley bus 9287 is turning from North Avenue onto Narragansett Avenue in September 1962, so it can go into the off-street loop. It’s possible that the man on the corner looking down may be the late William C. Hoffman. The Terminal Grill is long gone, but this loop is still used by CTA buses.
(Charles L. Tauscher Photo)

The same location in 2021. A Dunkin Donuts has replaced the diner grill. Midas Muffler is still there, down the street at the corner of North Avenue and Ridgeland Avenue in Oak Park. The off-street loop is in Chicago.

CTA 9746 at an unidentified location in April 1963. (Charles L. Tauscher Photo) Andre Kristopans: “9746 is on Giddings east of Austin facing west.”

CTA trolley bus 9502 is southbound on Central Avenue at Bloomingdale (1800 N.) in 1969. (Charles L. Tauscher Photo)

The same location today. The bridge has been replaced since the previous photo.

This is most likely CTA trolley bus 9631 on the April 1, 1973 Omnibus Society of America fantrip that closed out trolley bus service in Chicago. (Charles L. Tauscher Photo)

CTA trolley bus 9761 in 1973. This may be on a fantrip. The location is at Belmont and Kimball, but the side sign says Montrose. (Charles L. Tauscher Photo)

The same location in 2019.

CTA trolley bus 9761 on a 1973 fantrip. Can this be somewhere along Belmont Avenue? (Charles L. Tauscher Photo) Andre Kristopans: “9761 shots at Belmont and Nagle wye.”

CTA trolley bus 9761 at an unidentified location on a 1973 fantrip. (Charles L. Tauscher Photo) Andre Kristopans: “9761 shots at Belmont and Nagle wye.”

CTA trolley buses in dead storage some time after the end of service in 1973. (Charles L. Tauscher Photo)

CTA trolley bus 9325 is westbound on Irving Park Road in September 1968. (Charles L. Tauscher Photo)

CTA trolley bus 9708 at an unidentified location in August 1965. (Charles L. Tauscher Photo) Andre Kristopans: “9708 wyeing in 1965 is most likely at Central and West End. There were not many head-in, back-out wyes in the trolley bus network, and this is only one where buildings would look like this.” The wye was located on the east side of Central Avenue. On September 20, 2022, a gas explosion destroyed the top floor of an apartment building on the west side of Central at West End.

CTA 9761 is signed for Route 80 – Irving Park Road in 1969, but the actual location seems to be Central Avenue not far south from Fullerton, so this may be a fantrip. (Charles L. Tauscher Photo)

CTA 9545 is signed for 47th Street in August 1965. Not sure of the actual location, however. (Charles L. Tauscher Photo) Mike Tuggle adds, “The actual location of this photo is the southeast corner of 48th Street and Lake Park Avenue in the Kenwood area, just north of Hyde Park. I know because I was living about 2 blocks south of that area in August 1965. I was 10 years old at the time. The building at the right is long gone, and to the right of the photo is the old Sam Bell Shell filling station. Today, it is a strip mall. The land on which this trolley stood is occupied by townhomes and condos. The building, partially seen over the trolley was the Lakeridge Hotel, which is has since been renovated into apartments. Thank you. I always look forward to the next issue, though I would like to see more photos in this area as well as Hyde Park, South Shore, Woodlawn and Chatham.” Andre Kristopans: “9545 certainly is 47th, specifically at the gas station terminal between Harper and Lake Park south of 47th.”

CTA 9308 has just crossed over the Chicago River on North Avenue on May 15, 1962. (Charles L. Tauscher Photo)

CTA 2583 is westbound on 103rd Street at Vincennes Avenue in May 1960. (Charles L. Tauscher Photo)

CTA trolley bus 9300 is southbound on Central Avenue in July 1969. (Charles L. Tauscher Photo)

We can infer from this July 1968 photo that CTA trolley bus 9537 could not go through the northbound side of the viaduct under the Chicago and North Western tracks on Central Avenue at Lake Street. There must have been some sort of obstruction. The bus is being pushed so that it can get back to the northbound side of the street where it can be re-wired. (Charles L. Tauscher Photo)

CTA 9761 is northbound at Central Avenue at North Avenue on a 1973 fantrip. (Charles L. Tauscher Photo)

CTA 9670 and 3534 are at an unidentified location in June 1961. (Charles L. Tauscher Photo) Andre Kristopans: “9670/3534 at Cicero and Pensacola.”

CTA 3534 and 9389 are at Irving Park Road and Neenah in June 1961. This off-street loop was as far west as trolley buses went on Irving Park. This loop was later decommissioned and part of it is now used as a private driveway. 3534 is on a fantrip. (Charles L. Tauscher Photo)

Historical CTA Documents

Who can say why some things are kept, while others are destroyed? These historical documents form a paper trail that helps inform our understanding of the past.

Mystery CERA Document

In 2014, I compiled a data disc made up of the first 76 Central Electric Railfans’ Association Bulletins from 1938-47. I recently came across an early document that I had not seen before. Curiously, it is not one of the numbered bulletins, but is called “Circular 115.” Which gives rise to the question, were there really 114 previous circulars issued in the three years prior to this one? And if so, where are they and what happened to them?

Please note that the Trolley Dodger is not affiliated with Central Electric Railfans’ Association.

New Compact Disc, Now Available:

CTA-1
The Last Chicago Streetcars 1958
# of Discs – 1
Price: $15.99

Total time – 74:38

Chicago’s Lost “L”s Online Presentation

We recently gave an online presentation about our book Chicago’s Lost “L”s for the Chicago Public Library, as part of their One Book, One Chicago series. You can watch it online by following this link.

The Trolley Dodger On the Air

We appeared on the Dave Plier Show on WGN radio on July 16, 2021, to discuss Chicago’s Lost “L”s. You can hear that discussion here.

Our Latest Book, Now Available:

Chicago’s Lost “L”s

From the back cover:

Chicago’s system of elevated railways, known locally as the “L,” has run continuously since 1892 and, like the city, has never stood still. It helped neighborhoods grow, brought their increasingly diverse populations together, and gave the famous Loop its name. But today’s system has changed radically over the years. Chicago’s Lost “L”s tells the story of former lines such as Garfield Park, Humboldt Park, Kenwood, Stockyards, Normal Park, Westchester, and Niles Center. It was once possible to take high-speed trains on the L directly to Aurora, Elgin, and Milwaukee, Wisconsin. The L started out as four different companies, two starting out using steam engines instead of electricity. Eventually, all four came together via the Union Loop. The L is more than a way of getting around. Its trains are a place where people meet and interact. Some say the best way to experience the city is via the L, with its second-story view. Chicago’s Lost “L”s is virtually a “secret history” of Chicago, and this is your ticket. David Sadowski grew up riding the L all over the city. He is the author of Chicago Trolleys and Building Chicago’s Subways and runs the online Trolley Dodger blog.

The Images of America series celebrates the history of neighborhoods, towns, and cities across the country. Using archival photographs, each title presents the distinctive stories from the past that shape the character of the community today. Arcadia is proud to play a part in the preservation of local heritage, making history available to all.

Title Chicago’s Lost “L”s
Images of America
Author David Sadowski
Edition illustrated
Publisher Arcadia Publishing (SC), 2021
ISBN 1467100007, 9781467100007
Length 128 pages

Chapters:
01. The South Side “L”
02. The Lake Street “L”
03. The Metropolitan “L”
04. The Northwestern “L”
05. The Union Loop
06. Lost Equipment
07. Lost Interurbans
08. Lost Terminals
09. Lost… and Found

Each copy purchased here will be signed by the author, and you will also receive a bonus facsimile of a 1926 Chicago Rapid Transit Company map, with interesting facts about the “L” on the reverse side.

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

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Help Support The Trolley Dodger

This is our 292nd 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 915,000 page views, for which we are very grateful.

You can help us continue our original transit research by checking out the fine products in our Online Store.
As we have said before, “If you buy here, we will be here.”

We thank you for your support.

DONATIONS

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

Love for Selle

June 8, 2016January 10, 2017David Sadowski 20 Comments

Chicago & North Western loco 608, a 4-6-2, heads an eastbound commuter train at Oak Park Avenue on March 23, 1955. This shows how the wide C&NW embankment made it possible, within a few years, to elevate the outer end of CTA’s Lake Street “L”. In the process, several close-in C&NW stations were closed. (Bob Selle Photo)

The building shown in the previous picture still stands on North Boulevard, just east of Oak Park Avenue, in Oak Park.

The late Robert A. Selle (1929-2013) was a notable railfan photographer who seems to have worked exclusively in black-and-white throughout his career. After his passing, his photo collection was sold, and recently some of his original negatives have hit the open market, where we have been fortunate enough to buy a few of them.

I know there are many people who are only interested in color photography, but personally, I appreciate great black-and-white work every bit as much. If you want to see pictures that date to before the 1940s or 1950s, that pretty much eliminates color. Even then, the early versions of Kodachrome were much more limited in how they could be used– after all, the original film speed was ISO 10.

By comparison, black-and-white films were “high speed” with ratings like 32, 64, or even 100. By the late 1950s, Kodak put out Super-XX which had a film speed of perhaps 200, depending on who you talk to.

We ran a couple of Bob Selle photos in older posts, which we are including here along with the others. We also posted a few some time back on the CERA Members Blog. To find those, just type “Selle” in the search window at the top of the page and the posts that include them will come up.

Anyhow, while I did not know the man personally, all the Bob Selle photos that I have seen have been pretty great, and I hope you think so too. Along with our tribute to Bob Selle, I am including some of our other recent photo finds that you may find interesting.

As always, if you have additional questions, comments, or other information you can add regarding what you see here, don’t hesitate to let us know. You can either leave a Comment on this post, or write us directly at:

thetrolleydodger@gmail.com

In addition to his shutterbug work, Bob Selle was also one of the founding members of the Electric Railway Historical Society, which published 49 important historical publications and preserved several electric railcars that are now at the Illinois Railway Museum. In 2014 I helped put together The Complete ERHS Collection, an E-book that includes all 49 publications. It is available from Central Electric Railfans Assocation.*

Keep those cards and letters coming in, folks.

-David Sadowski

PS- While in a sense it is a shame that when many railfan photographers pass on, their collections get scattered to the four winds, or determined by the highest bidder, that also presents us with an opportunity to try and collect some of these great images and pass them on to you. How many pictures we can save this way, and the quality of the ones we do present, is largely determined by the amount of financial support we can get from our readers.

*Trolley Dodger Press is not affiliated with Central Electric Railfans’ Association.

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In the twilight days of steam, C&NW locomotive 532, a 4-6-2, heads a commuter train in February 1956. Although this negative is marked as having been taken at Euclid Avenue in Oak Park, where UP freight and Metra commuter trains now share space with the CTA’s Green Line rapid transit, this certainly looks like it was taken somewhere else at ground level. (Bob Selle Photo) Andre Kristopans: “The CNW “Euclid Ave” shot most likely is about where Kilpatrick Av now crosses the tracks. If one blows up the photo, you see a railroad overpass in the background that certainly looks like the BRC bridge at Kenton. Box cars on right would be on one of the tracks at 40th St Yard, while the lower-level track in foreground would be an industrial lead. Train would be EB.”

CTA salt spreader AA98 was former “Interstate” car 2846, shown here being operated for probably the last time ever on May 25, 1958 at CTA’s South Shops. The occasion was a CERA fantrip on the last remaining Chicago streetcar line, so everything old that could run was trotted out for pictures. This car was soon purchased by the Electric Railway Historical Society, and eventually made its way to the Illinois Railway Museum, where it is preserved. (Bob Selle Photo)

There are a lot of pictures like this, showing CTA PCC 7142 and locomotive L-201 at South Shops on May 25, 1958. This was the occasion of one of the final fantrips on Chicago’s last remaining streetcar line, organized by the Central Electric Railfans’ Association, which was abandoned less than one month later. 7142 was on its way down to the St. Louis Car Company for scrapping so that parts could be reused in Chicago rapid transit cars. (Bob Selle Photo)

CTA two-man arch roof 6141 coing off the south end of the Halsted Street bridge over the Milwaukee Road on November 16, 1953. This car was known as one of the “Odd 17” (actually 19), probably because it did not fit into some other series. Don’s Rail Photos says, “6141 was built by American Car Co in February 1918, #1079.” (Bob Selle Photo)

CTA “Big Pullman” 511 at Lake and Paulina Streets on the Ashland Avenue line on August 26, 1953. (Bob Selle Photo)

It’s the evening rush hour on June 3rd, 1959, and North Shore Line car 161 is on the tail end of a northbound train at Chicago Avenue on the “L”. (Bob Selle Photo)

The experimental pre-PCC car 4001 ended its days on CTA property as a storage shed. It is shown here at South Shops on December 18, 1955. The body shell of 4001 is now preserved at the Illinois Railway Museum. (Bob Selle Photo)

The late Bob Selle took this great shot of an outbound Milwaukee Road commuter train leaving Union Station in Chicago on August 8, 1958. These were some of the consists I saw as a child, since I lived very close to what is now the Metra Milwaukee District West Line. Ridership was nothing compared to what it is today, and I believe bi-levels were not introduced here until around 1961-62. That’s the Merchandise Mart across the Chicago River. This picture was taken from the Lake Street overpass. That looks like a 1957 Oldsmobile convertible at left.

According to Don’s Rail Photos, Chicago North Shore & Milwaukee 213 “was built by Cincinnati in March 1920, #2445, as a merchandise dispatch car. In 1940 it was rebuilt as a disc harrow ice cutter. It was retired in 1955 and sold to CHF as their 242. It was donated to Illinois Railway Museum in 1964.” This photo by the late Bob Selle shows it newly delivered to the Chicago Hardware Foundry in North Chicago on August 7, 1955.

Caption: “3 cars on North Shore Line northbound at Kenilworth (714 on rear of train), July 13, 1955. This was shortly before the end of service on the Shore Line Route. (Bob Selle Photo) Don’s Rail Photos: “714 was built by Cincinnati Car Co in 1926, #2890. It is modernized in 1939 and preserved in 1963 by the Illinois Railway Museum.”

This looks like a 1952 Chevrolet 4-door Fleetline fastback to me, which would be a somewhat rare model with only a few thousand produced. The fastback, which had enjoyed a brief vogue starting around 1941, was dropped for the 1953 model year.

It’s May 30, 1958 and Chicago Surface Lines car 1467 (former CTA salt car AA72) is at the Electric Railway Historical Society site on Plainfield Road in Downer’s Grove. Don’s Rail Photos says this “Bowling Alley” car “was built by CUTCo in 1900 as CUT 4516. It was rebuilt as 1467 in 1911 and became CSL 1467 in 1914. It was rebuilt as salt car and renumbered AA72 on April 15, 1948. It was retired on February 28, 1958. It was sold to Electric Railway Historical Society in 1959 and went to Illinois Railway Museum in 1973.” Actually it must have been sold earlier, as the negative envelope has written on it “owned now by ERHS!” (Bob Selle Photo)

CTA 3025 is running inbound on Elston on June 30, 1949. (Bob Selle Photo) Neil Arsenty adds, “Although this is the Elston Avenue line, this is actually taken at Milwaukee and Kinzie going southeast. The building behind the streetcar still stands at the Northwest corner.”

Milwaukee and Kinzie today.

CTA Pullman 144 is heading southwest on Archer approaching Wentworth on June 15, 1958. This was four years after red cars were retired from active service, and less than a week before the end of all Chicago streetcars. The occasion was a fantrip sponsored by the Electric Railway Historical Society (ERHS). (Bob Selle Photo)

On Sunday, September 13, 1953, CTA one-man shuttle car 3175 is on Fifth Avenue at Pulaski (Crawford), the west end of the Fifth Avenue line. This had been a branch line from route 20 – Madison. From this point, the cars looped via Pulaski and Harrison before going back NE on Fifth. The photographer was on the Garfield Park “L” at Pulaski. The “L” was heading east and west at this point, just south of where the Eisenhower expressway is today. This “L” station remained in use until June 1958. Streetcar service on Fifth Avenue continued into early 1954. (Bob Selle Photo)

An overview of the Fifth-Pulaski-Harrison area as it appears today. When the Congress (now Eisenhower) expressway was built, Fifth Avenue was cut off at this point just out of the right of the picture. The Garfield Park “L”, which ran east and west at this point, was replaced by the Congress median rapid transit line in 1958.

On August 9, 1955 CTA wooden “L” car 345 is at the front of a northbound Ravenswood “A” train at Chicago Avenue. (Bob Selle Photo)

Here, we see the lineup at 71st and Ashland on May 23, 1953. From left to rigth, we have CTA 572, sprinklers D-210, D-212, D-203 and 504. (Bob Selle Photo)

Recent Photo Finds

CTA 7095 heads south on State Street on route 36 Broadway-State on August 18, 1954. You can see the Mandel Brothers department store in the background. We discussed this retailer in our previous post Lifting the Lid in the Loop (April 12, 2016), which makes Madison the cross street. Mandel Brothers was bought out by Wieboldt’s in 1960, and their store occupied this site into the 1980s. This image was taken on size 828 film, which was meant to be Kodak’s answer to 35mm starting in the late 1930s. It offered 8 pictures on a roll, with an image area nearly 30% bigger than 35mm, and had notches in the film so that cameras could use an automatic frame counter/spacer, potentially eliminating the troublesome little red window on the back of the camera. Although Kodak promoted this format in the stylish Art Deco Bantam series of cameras, it did not catch on and 828 film was discontinued by Kodak in 1985. However, the technology behind 828 was later used in the very much more successful 126 cartridge format starting in 1963. It is actually still possible to get 828 film today that has been respooled and cut to size from larger formats.

A comparison of a standard 35mm Kodachrome slide with a “superslide” in 828 film format. At 28x40mm as opposed to 24x36mm, the superslide has a nearly 30% larger surface area. Despite the different style of these two slide mounts, these pictures were taken only about one year apart (left 1956, right 1955). There were also 40x40mm superslides using size 127 roll film, taking up nearly the entire area of a standard 2×2″ slide mount, but as far as I know Kodachrome was never made in that format, although Ektachrome certainly was. So, the term superslide can refer to either size 828 or 127 transparencies.

CTA postwar PCC 7236 is shown northbound at Clark and Armitage on Sunday, December 18, 1955 in fantrip service. It was preferable in this period to run fantrips on weekends, since regular service on these lines was now being operated by buses, such as the ones shown in the background. We have run three other photos from this same fantrip in previous posts. Red car 225 was used ahead of this car. Since the trip organizers had advertised that car 144 would be used, they put a piece of oilcloth with that number on it over the Pullman’s actual number. I also wrote about this same trip in the post The Old Math (144 = 225) March 13, 2013 on the CERA Members Blog. At that time, I thought the date of the trip was 1956, but a variety of sources since then say it was actually 1955. George Foelschow adds, “The tan building directly behind the car is the North Park Hotel, the apex of the Old Town Triangle, site of the Chandelier Room, where I cast my first vote in 1960, since I lived just south of there on Lincoln Avenue. Sadly, the streetcars and trolley wires were gone by then, and only the tracks remained for a time.”

CTA one-man prewar PCC 4032 is shown southbound on route 4 – Cottage Grove in the early 1950s, where the line ran parallel to the Illinois Central’s electric suburban commuter service.

CTA 7012 at the Narragansett Loop on the west end of route 63. Tony Waller adds, “In image 257, the pre-war PCC must have been photographed in December 1951. All pre-war PCCs were removed from 63rd St. in Spring 1952 and rebuilt for one man operations (with elimination of one of the center doors). They were then assigned to Cottage Grove.”

Chicago, Aurora & Elgin wood car 318 under wire on a July 4, 1949 fantrip. The index card with this negative reads: Monitor roof double end steel interurban. Builder: Jewett 1909; Weight 100,000 lbs.; Motors 4 GE 66 HP 500; Seats 52; Length 54′ Width 8′ 8″ Height 13′ 6″. On the same day, the New York-based Electric Railroader’s Association held a Chicago fantrip on south side streetcar lines that were soon to be abandoned. You can see a picture from that trip in our post Chicago Surface Lines Photos, Part Five.

Chicago, Aurora & Elgin wood car 319 heads west, having just left the CTA’s Wells Street Terminal, sometime prior to the end of CA&E service downtown in September 1953. This was a stub-end terminal, and the tracks at right curved around to Van Buren and connected to the southwest corner of the Loop “L”. In 1955, that connecting track was removed as part of the construction of lower Wacker Drive. A new connection to the Loop was made by extending two tracks through the old Wells Street Terminal, which was by then no longer in use. The CTA’s Garfield Park trains continued to use this connection until June 1958, when the Congress median line opened. Parts of the old “L” structure here were not demolished until the early 1960s.

“Congress St. expressway under construction with rapid transit tracks in center strip, October 8, 1955.” The Garfield Park “L” tracks, whether temporary or existing, are not visible in this picture. The first tracks in the median line were laid on July 28, 1955 at Pulaski Road, with Mayor Richard J. Daley driving the first spike. Matt Cajda adds, “In the Congress Expressway photo, the elevated Garfield Park tracks look visible to me just above the two bridges over the expressway. This would indicate that the photo could possibly be taken from the Homan Ave. or Kedzie Ave. bridge.” Andre Kristopans: “The Congress construction is looking east at Kostner. Remember, Kostner station came later.” (Yes, the short-lived Kostner station, built on a curve, opened in 1962 as the result of lobbying by three local aldermen whose wards were nearby. It closed in 1973.)

This photo was marked as being taken in April 1951. Unfortunately, what the picture shows makes that date impossible. The buildings behind the ground level “L” show that this is Western Avenue at Van Buren, during the 1953-58 rerouting of part of the Garfield Park “L”. Red car 473 is on a curve because the tracks are on a shoo-fly while the bridge that would go over the Congress (now Eisenhower) expressway was under construction to the left of this view, which looks north. This phase of construction, and the presence of car 473, would imply that this picture actually dates to May 16, 1954, when this car and 479 were used on a CERA “farewell to red cars” fantrip on Chicago’s streetcar system. Meanwhile, a two-car train of flat door 6000-series “L” cars (6049-6050), with numbers painted on their roofs, proceeds on the ponderously slow 2.5 mile temporary trackage.

Although CTA postwar PCC 4400 is not front and center in this September 1, 1955 press photograph, taken at Clark and Leland, looking northeast, that is actually part of its charm. This was part of a series showing neighborhood life in Uptown, during a time when streetcars were still a part of everyday life in Chicago. (Ralph Arvidson Photo)

The same location today. Leland is a block south of Lawrence.

Chicago Surface Lines “Sedan” (Peter Witt) 6281, southbound on route 22 – Clark-Wentworth, most likely in the late 1930s.

CTA 4026 is eastbound on private right-of-way at the west end of route 63.

Chicago Surface Lines Brill car 6072 at Kedzie Station on January 28, 1942. (John F. Bromley Collection) I believe this car was built in 1914. You can see part of a Sedan in the background. These were used for fill-in service on Madison along with the prewar PCCs.

The interior of CSL Pullman 616 during Surface Lines days. (Joe L. Diaz Collection)

CSL 2779 in a wintry scene, probably in the 1940s. The location is unknown, as the roll sign on the car simply reads “Downtown.” According to Don’s Rail Photos, this car was part of a series known as Robertson Rebuilds, built by St. Louis Car Company in 1903. Don Ross: “These cars were similar to 2501-2625 but were longer and heavier. They were built with McGuire 10-A trucks but were replaced with Brill 51-E-1 trucks in 1918. An additional 20 cars were ordered, 2781-2800, but they were delivered to St Louis & Suburban Ry as 600-619. It replaced most of their cars in a carbarn fire that destroyed most of their equipment.” (Joe L. Diaz Photo) Michael Franklin: “Headed south on Damen Ave with Roscoe St. in the distance.”

I believe this is CSL car 2811 on the Riverdale line. If so, this car is part of a series (2801-2815) built by St. Louis Car Company in 1901. Don’s Rail Photos says, “These cars were built for Chicago City Ry and sold to Calumet & South Chicago Railway in 1908. 2811 was built by St Louis Car Co in 1901 as CCRy 2586. It was sold as C&CS 711 in 1908 and renumbered 2811 in 1913. It became CSL 2811 in 1914.” (Joe L. Diaz Photo) Michael Franklin: “Northbound on Indiana Ave turning west on 134th St.”

This photo is supposed to show the traction motor in CTA trolley bus 370. If so, it was built by St. Louis Car Company in 1948. This bus would have been renumbered to 9370 in 1952, to avoid duplication with bus numbers from the Chicago Motor Coach Company, which CTA purchased that year. A while back I asked our readers whether the North Shore Line Electroliner was fitted with trolley bus motors. I don’t think I got a definitive answer, although in some sense, a traction motor is a traction motor.

CTA 384, a Pullman, sits at the west end of route 66 at Chicago Avenue and Austin Boulevard. That looks like a West Towns bus across the way in suburban Oak Park in the background.

Updates

It’s conclusively been shown that the following two “mystery” photos below show the Hammond, Whiting & East Chicago Railway, which operated a through service to Chicago with the Chicago Surface Lines. In its final years, the Indiana half of this operation was under the management of Chicago & Calumet District Transit. Chicago cars ran into Indiana, and Indiana cars ran into Illinois, up until the cessation of streetcar service in 1940. Operators were changed at the state line, and each car had two sets of fare boxes.

According to Don’s Rail Photos:

HW&EC was formed in 1892 in Hammond where 2 miles of track were built. It was then extended through East Chicago and Whiting to the state line and a connection to the South Chicago City Railway. It came under SCCRy control and service was extended to 63rd and Stony Island. In 1901 a fire destroyed the Hammond Packing Co which caused such a financial impact that all but 12 cars were sold. In 1908 the SCCRy merged with the Calumet Electric Street Ry as the Calumet & South Chicago Ry which retained control of the HW&EC. Joint service was maintained using cars of both companies. After World War I the line was plagued by private auto and jitney competition and finally filed for abandonment in 1929. A new company, Calumet Railways was formed, but it failed and was replaced by C&CDT. The Indiana Harbor line was abandoned in 1934 and the remainder of the system on June 9, 1940.

PS- Coincidentally, Frank Hicks has just posted an article called THE INTERSTATE: CSL 2846 and the Streetcar Service to Indiana on the excellent Hicks Car Works blog. It’s well worth reading, and we contributed a couple of pictures as well.

This is a higher-res version of a photo that originally appeared in our post The “Other” Penn Central (May 29, 2016). Bob Lalich writes, “The location of photo csl127 is East Chicago, IN. The road is Indianapolis Blvd and the bridge spans the west leg of the Indiana Harbor Canal. The car is SB.”

A close-up of the previous photo. This appears to be Chicago and Calumet District car 78, built by American in 1919.

This is a higher-res version of a photo that originally appeared in our post The “Other” Penn Central (May 29, 2016). Bob Lalich writes, “After studying photo csl26 several more times and the HW&EC map in James Buckley’s book I am convinced the location is Schrage Ave near Steiber St in Whiting. The car is SB and the crossing track is the IHB branch which connected to the B&OCT Whiting Branch, seen in the background. Everything fits.”

A close-up of the previous photo. This appears to be Chicago and Calumet District car 78, built by American in 1919.

We previously ran another version of this photograph in our post Chicago Streetcars in Black-and-White, Part 3 (March 29, 2015), although that version was cropped somewhat. There, the caption read as follows: CSL 6200 by Hammond Station (car house), 1939. According to Andre Kristopans, this street is called Gostlin. (M.D. McCarter Collection)

This is a higher-res version of a photo that originally appeared in our post The “Other” Penn Central (May 29, 2016). It shows Chicago Surface Lines prewar PCC 4003 at the Madison-Austin Loop.

We now have a nearly complete set of hi-res scans of the CTA Transit News, an employee publication, covering the years from 1947 to 1973. That’s an amazing 282 issues in all, on average 24 pages per copy. It’s a wealth of information, covering several thousand pages of material, added to our E-Book The “New Look” in Chicago Transit: 1938-1973, available through our Online Store.

These issues of the CTA Transit News are full of interesting tidbits of information contained in theses publications, some of which are not to be found anywhere else.

The June 1956 issue, published 60 years ago, is no exception.

On page 20 of the June 1956 issue, we find the following:

On the preceding day, Sunday, June 17, the Western avenue one-man streetcar line was converted to bus operation… The conversion from streetcars to buses on Western was necessary to clear the way for the City of Chicago to proceed with its program of building vehicular traffic grade separations in heavily used intersections.

That was written 60 years ago, and the grade separation project they refer to was the flyover at Western, Belmont and Clybourn, which opened on November 22, 1961. This was mainly built due to traffic congestion from nearby Riverview amusement park, but that closed after the 1967 season. The flyover has long outlived its usefulness and was recently demolished.

On page 3, we find:

GARFIELD PARK TRACKS RELOCATED AGAIN– HERE’S WHY

In order to speed up construction work on the Congress street expressway, the section of CTA tracks on the Garfield Park line of the rapid transit system from east of Central avenue to Austin boulevard that was relocated last year has again been relocated and will be cut into service sometime in June.

This speed-up program will permit the highway building agencies to prepare simultaneously the permanent right-of-way and necessary facilities for CTA and B & O CT and the Chicago Great Western R. R. operations in this area. Originally the highway building agencies had planned to construct these permanent facilities in two stages, one after the other. This would have consumed considerably more time than the revised plan will require, even though this seems to duplicate the temporary work that was done a year ago.

Both of the temporary routings for CTA operations, as well as CTA permanent right-of-way and station facilities, are being paid for by the public agencies that are constructing the Congress street expressway.

The second relocation project involved the laying of two additional tracks approximately 40 feet to the north between Central avenue and Austin boulevard, It also involved the construction of a new station at Central avenue and alterations to the Austin boulevard station.

Work has already been completed on all operating facilities required for this relocation. The actual cutting in of service is contingent upon completion of new water main facilities through Oak Park and Forest Park.

After CTA service has been diverted to the temporary tracks, the existing CTA tracks will be taken over and used by the other two railroads in accomplishing their temporary relocation.

On page 7, some CTA employees were asked about their plans for the summer. Edward T. Mizerocki, a repairman at Wilson shops, replied:

Since I’m a rail fan, I will devote much of my spare time at the Illinois Electrical (sic) Railway Museum in North Chicago taking a lot of pictures. Another of my aims will be to help restore and preserve old streetcars and other electric railway equipment.

Ed Mizerocki is mentioned a couple of times in the June 2013 issue of Rail and Wire, the magazine of the Illinois Railway Museum, which you can read here.

We salute all those who helped to preserve transit history over the years, whether we know their names or not.

-David Sadowski

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Bonus Feature:

The Bantamweight Division

A compendium of Kodak Bantam cameras and the size 828 roll film they used.