Loose Ends

CTA 7156 heads south on Broadway at Lawrence in Uptown on February 15, 1957, the last day of streetcar service on Broadway. The film Giant, starring James Dean, Rock Hudson, and Elizabeth Taylor, opened in the US on November 24, 1956, and was playing at the Uptown. You can see the Green Mill lounge a bit south of the Uptown. The Riviera Theater would be just out of view to the left here. A version of this image, taken from a duplicate slide, appears on page 244 of B-146, mistakenly credited to Charles L. Tauscher. (Robert Heinlein Photo)

CTA 7156 heads south on Broadway at Lawrence in Uptown on February 15, 1957, the last day of streetcar service on Broadway. The film Giant, starring James Dean, Rock Hudson, and Elizabeth Taylor, opened in the US on November 24, 1956, and was playing at the Uptown. You can see the Green Mill lounge a bit south of the Uptown. The Riviera Theater would be just out of view to the left here. A version of this image, taken from a duplicate slide, appears on page 244 of B-146, mistakenly credited to Charles L. Tauscher. (Robert Heinlein Photo)

Life is full of loose ends, and so is this post.  Let’s see if we can tie a few up.

Most of what you see in this post is a tribute to Robert Heinlein and the late Jeffrey L. Wien.  I spent a lot of time working on these images, because I wanted to give these gentlemen a 100% effort.

There were several slides that I scanned last year for Jeff, that I had not yet had a chance to work over in Photoshop at the time of his passing on January 6th. These were 35mm color slides he had purchased on eBay, to fill in holes in his collection. In his later years, he took great pleasure in buying images that he had not been able to take himself.

Jeff had told me on a number of occasions that I was free to post anything here from his vast collection. So I am sure he would not mind that I share these with you now, after I made them look better. In fact, I think he would be glad I followed through on this. Perhaps the best tribute I can give my friend is to continue the work of historic preservation, which meant so much to him.

Publication of CERA Bulletin 146, Chicago Streetcar Pictorial: The PCC Car Era, 1936-1958 in 2015 inadvertently created another loose end. Jeff had some duplicate slides he had acquired in 1959, several of which were used in the book. He was certain that these were pictures taken by Charles Tauscher, and this included the photo on the book’s front cover, showing a Clark-Wentworth PCC passing by Wrigley Field.

While we were working on the book, Jeff bought Tauscher’s photo collection, and was disappointed when the originals of these slides did not turn up there (although many other excellent slides did– Tauscher was a great photographer in his own right).

After the book came out, we found out the duplicate slides in question had actually been shot by Bob Heinlein. In 2016, Bob loaned us his original red border Kodachrome slides, so we could set the historical record straight. Now you can see them too, and we can finally give credit where credit is due. It seems an even dozen of these were used in B-146, but the ones that weren’t are every bit as good.

The 24 pictures of Bob’s that are here were all taken between October 1956 and September 1957, and nearly all on the north side of Chicago. By then, the only remaining streetcar lines in the city were Clark-Wentworth and Broadway. Western was replaced by buses a few months before Bob started taking these pictures.

Broadway had been de-coupled from its southerly half (State) in December 1955. Clark and Broadway shared a car barn (Devon) and a portion of their route south of Diversey, so their fates were tied together. By the end of 1957, there were no more north side streetcars, and the last remaining line (Wentworth) only made it until June 21, 1958, when 7213 became the last Chicago streetcar.

In our last post, we featured an extensive article about the Metropolitan West Side Elevated from an 1895 issue of Leslie’s Weekly. After I purchased the magazine, it took 35 days for it to show up. It spent some time, no doubt, buried in a USPS distribution center in December, probably at the bottom of the pile.

Because of the delay, the seller graciously offered to send me an 1894 Leslie’s with another article about the Chicago elevated. He did, but it turns out the article is not about the “L”, but actually details the start of the grade separation movement of steam railroads in the Chicago area, which is another subject I am interested in. You can read it here, from the September 20, 1894 issue of Leslie’s Weekly.

In addition, we have some new recent photo finds of our own. One of these was also a “loose end.” I recently received the negative of CTA streetcar 1743 downtown. I didn’t recall buying this recently. Then, I looked at the postmark on the envelope– June 15, 2020! Turns out I did buy this, and had forgotten all about it. Chances are, the envelope was put into the wrong PO Box by mistake, and whoever owns that box doesn’t regularly check their mail. But all’s well that ends well.

There are a couple of pictures from the collections of John Smatlak. We thank him for sharing these with our readers.

We are grateful for all our contributors. Keep those cards and letters coming in, folks!

-David Sadowski

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Robert Heinlein’s Chicago PCCs:

Wouldn't you just know it? Without even realizing it I am sure, someone walked right into Bob Heinlein's shot in this September 1957 view of CTA PCC 4390 (which would end up being one of the last cars used in June 1958). What to do, but wait for another car to come along, and take another picture (see Heinlein008).

Wouldn’t you just know it? Without even realizing it I am sure, someone walked right into Bob Heinlein’s shot in this September 1957 view of CTA PCC 4390 (which would end up being one of the last cars used in June 1958). What to do, but wait for another car to come along, and take another picture (see Heinlein008).

Although signed for the south portion of Route 36, which was replaced by buses in December 1955, PCC 4406 is actually on Clark and 16th Streets. Since 4406 was used (along with red car 225) on a fantrip on October 21, 1956, my guess is this picture was taken on that day. It was common practice to put incorrect signs up on trips, although on most of the pictures I have seen from that trip, it says "Chartered." (Robert Heinlein Photo)

Although signed for the south portion of Route 36, which was replaced by buses in December 1955, PCC 4406 is actually on Clark and 16th Streets. Since 4406 was used (along with red car 225) on a fantrip on October 21, 1956, my guess is this picture was taken on that day. It was common practice to put incorrect signs up on trips, although on most of the pictures I have seen from that trip, it says “Chartered.” (Robert Heinlein Photo)

In September 1957, CTA 7160 passes by the Rainbo building at left, located in the 4800 block of north Clark Street. A skating rink opened there that year. To the right, you see St. Boniface Catholic Cemetery. We are looking north. A version of this image, taken from a duplicate slide, appears on page 162 of B-146, where it was incorrectly credited to Charles L. Tauscher. (Robert Heinlein Photo)

In September 1957, CTA 7160 passes by the Rainbo building at left, located in the 4800 block of north Clark Street. A skating rink opened there that year. To the right, you see St. Boniface Catholic Cemetery. We are looking north. A version of this image, taken from a duplicate slide, appears on page 162 of B-146, where it was incorrectly credited to Charles L. Tauscher. (Robert Heinlein Photo)

CTA 7211, still in its original paint scheme, heads south at Clark Street and Irving Park Road in September 1957, near the entrance to Graceland Cemetery. A version of this image, taken from a duplicate slide, appears on page 164 of B-146, where it was incorrectly attributed to Charles L. Tauscher. (Robert Heinlein Photo)

CTA 7211, still in its original paint scheme, heads south at Clark Street and Irving Park Road in September 1957, near the entrance to Graceland Cemetery. A version of this image, taken from a duplicate slide, appears on page 164 of B-146, where it was incorrectly attributed to Charles L. Tauscher. (Robert Heinlein Photo)

CTA 7149, signed for Clark and Schreiber (Devon Station). Note that the route number is 22 with a red slash through it. (Robert Heinlein Photo)

CTA 7149, signed for Clark and Schreiber (Devon Station). Note that the route number is 22 with a red slash through it. (Robert Heinlein Photo)

CTA 7222 by Wrigley Field (Clark and Addison) in July 1957. This picture appears twice in CERA B-146, on the cover and on pages 134 and 167, taken from a duplicate slide. On page 167, it is incorrectly attributed to Charles L. Tauscher. This is the original Red Border Kodachrome. (Robert Heinlein Photo)

CTA 7222 by Wrigley Field (Clark and Addison) in July 1957. This picture appears twice in CERA B-146, on the cover and on pages 134 and 167, taken from a duplicate slide. On page 167, it is incorrectly attributed to Charles L. Tauscher. This is the original Red Border Kodachrome. (Robert Heinlein Photo)

CTA 7164 is northbound on Clark at Addison in July 1957, crossing the Milwaukee Road tracks near Wrigley Field. A version of this photo, taken from a duplicate slide, appears on page 166 of B-146, incorrectly attributed to Charles L. Tauscher. (Robert Heinlein Photo)

CTA 7164 is northbound on Clark at Addison in July 1957, crossing the Milwaukee Road tracks near Wrigley Field. A version of this photo, taken from a duplicate slide, appears on page 166 of B-146, incorrectly attributed to Charles L. Tauscher. (Robert Heinlein Photo)

In September 1957, CTA PCCs 7220 and 7211 pass each other on Clark Street at Delaware near the Newberry Library and Washington Square Park, also known locally as "Bughouse Square." A version of this image, taken from a duplicate slide, appears on page 181 of B-146, mistakenly attributed to Charles L. Tauscher. (Robert Heinlein Photo)

In September 1957, CTA PCCs 7220 and 7211 pass each other on Clark Street at Delaware near the Newberry Library and Washington Square Park, also known locally as “Bughouse Square.” A version of this image, taken from a duplicate slide, appears on page 181 of B-146, mistakenly attributed to Charles L. Tauscher. (Robert Heinlein Photo)

CTA 7200 is turning south from Devon onto Broadway in 1957. (Robert Heinlein Photo)

CTA 7200 is turning south from Devon onto Broadway in 1957. (Robert Heinlein Photo)

CTA 7190 heads south on State Street, crossing the Chicago River. Work on the new Chicago Sun-Times building is well underway. It opened in 1958. The following years, Field Enterprises bought the Daily News, and this building became its headquarters as well. It is now the site of the Trump International Hotel and Tower. (Robert Heinlein Photo)

CTA 7190 heads south on State Street, crossing the Chicago River. Work on the new Chicago Sun-Times building is well underway. It opened in 1958. The following years, Field Enterprises bought the Daily News, and this building became its headquarters as well. It is now the site of the Trump International Hotel and Tower. (Robert Heinlein Photo)

CTA 7178 heads south on Clark Street near Wrigley Field in September 1957. The Milwaukee Road railroad tracks running by the ballpark were used for freight and connected with the CTA "L" just north of Irving Park Road. A version of this image, taken from a duplicate slide, appears on page 166 of B-146, where it is incorrectly attributed to Charles L. Tauscher. (Robert Heinlein Photo)

CTA 7178 heads south on Clark Street near Wrigley Field in September 1957. The Milwaukee Road railroad tracks running by the ballpark were used for freight and connected with the CTA “L” just north of Irving Park Road. A version of this image, taken from a duplicate slide, appears on page 166 of B-146, where it is incorrectly attributed to Charles L. Tauscher. (Robert Heinlein Photo)

CTA 7190 at Clark and Seminary by Wrigley Field in July 1957. The "coke" advertised here wasn't Coca-Cola, but coal, used for heating homes and businesses then, but phased out soon afterwards. A version of this image, taken from a duplicate slide, appears on page 167 of B-146, incorrectly attributed to Charles L. Tauscher. (Robert Heinlein Photo)

CTA 7190 at Clark and Seminary by Wrigley Field in July 1957. The “coke” advertised here wasn’t Coca-Cola, but coal, used for heating homes and businesses then, but phased out soon afterwards. A version of this image, taken from a duplicate slide, appears on page 167 of B-146, incorrectly attributed to Charles L. Tauscher. (Robert Heinlein Photo)

CTA 7189 is southbound on Clark Street just south of Irving Park Road in July 1957. The Wunders Cemetery is at right. A version of this image, taken from a duplicate slide, appears on page 165 of B-146, where it is incorrectly attributed to Charles L. Tauscher. (Robert Heinlein Photo)

CTA 7189 is southbound on Clark Street just south of Irving Park Road in July 1957. The Wunders Cemetery is at right. A version of this image, taken from a duplicate slide, appears on page 165 of B-146, where it is incorrectly attributed to Charles L. Tauscher. (Robert Heinlein Photo)

CTA 7191 passing by Wrigley Field. (Robert Heinlein Photo)

CTA 7191 passing by Wrigley Field. (Robert Heinlein Photo)

CTA 7214 heads south on Route 22 - Clark-Wentworth. Since the Cubs were in the middle of a home stand, the date may very well have been September 4, 1957. The Cubbies would lose two of their three next games to the Cincinnati Redlegs ("Reds" was apparently too sensitive a name politically then) on their way to finishing the season with a record of 62 wins, 92 losses, and 2 ties. (Robert Heinlein Photo)

CTA 7214 heads south on Route 22 – Clark-Wentworth. Since the Cubs were in the middle of a home stand, the date may very well have been September 4, 1957. The Cubbies would lose two of their three next games to the Cincinnati Redlegs (“Reds” was apparently too sensitive a name politically then) on their way to finishing the season with a record of 62 wins, 92 losses, and 2 ties. (Robert Heinlein Photo)

CTA 7180 is southbound on Clark Street, passing by the coal company that was once located next to Wrigley Field. You get a good view of the Milwaukee Road freight tracks, since abandoned, that headed north of here. This was once part of a line that offered commuter rail service on the north side. The portion north of Wilson Avenue was taken over by the "L" in the early 1900s. Originally known as the Evanston Extension, it was gradually elevated as well. (Robert Heinlein Photo)

CTA 7180 is southbound on Clark Street, passing by the coal company that was once located next to Wrigley Field. You get a good view of the Milwaukee Road freight tracks, since abandoned, that headed north of here. This was once part of a line that offered commuter rail service on the north side. The portion north of Wilson Avenue was taken over by the “L” in the early 1900s. Originally known as the Evanston Extension, it was gradually elevated as well. (Robert Heinlein Photo)

CTA 7151 is southbound at Clark Street and Chicago Avenue, passing by what is now the former Cosmopolitan Bank Building, designed by the firm of Schmidt, Garden & Martin and built in 1920. The northern portion of the building was a 1930 addition, and was redone in 1995, in a style matching the original portion. (Robert Heinlein Photo)

CTA 7151 is southbound at Clark Street and Chicago Avenue, passing by what is now the former Cosmopolitan Bank Building, designed by the firm of Schmidt, Garden & Martin and built in 1920. The northern portion of the building was a 1930 addition, and was redone in 1995, in a style matching the original portion. (Robert Heinlein Photo)

CTA 7193 is northbound on Clark, just north of Ridge, at around 5961 N. Clark in July 1957. A version of this image, taken from a duplicate slide, was incorrectly credited to Charles L. Tauscher on page 158 of B-146. (Robert Heinlein Photo)

CTA 7193 is northbound on Clark, just north of Ridge, at around 5961 N. Clark in July 1957. A version of this image, taken from a duplicate slide, was incorrectly credited to Charles L. Tauscher on page 158 of B-146. (Robert Heinlein Photo)

CTA 7192 at Kinzie and Dearborn in 1957. (Robert Heinlein Photo)

CTA 7192 at Kinzie and Dearborn in 1957. (Robert Heinlein Photo)

I was curious about this car, shown in the previous photo, so I posted it to a Facebook group devoted to 1955-56 Packards and asked, "Is this a Packard?" Apparently, it is a 1956 Clipper, produced and sold by Packard. For that year and that year only, it was its own separate brand and not branded as a Packard. But I think you would be forgiven for calling it a 1956 Packard Clipper Constellation.

I was curious about this car, shown in the previous photo, so I posted it to a Facebook group devoted to 1955-56 Packards and asked, “Is this a Packard?” Apparently, it is a 1956 Clipper, produced and sold by Packard. For that year and that year only, it was its own separate brand and not branded as a Packard. But I think you would be forgiven for calling it a 1956 Packard Clipper Constellation.

The 1956 Clipper Constellation, made by Packard. From what I have read, there may only be one place, somewhere on the trunk, that identifies this as a Packard. They tried to make it a brand of its own, just for this one year. Packard merged with Studebaker, and the final two years of Packards (1957-58) were rebranded Studebakers. 1956 was the last year that Packard built its own cars.

The 1956 Clipper Constellation, made by Packard. From what I have read, there may only be one place, somewhere on the trunk, that identifies this as a Packard. They tried to make it a brand of its own, just for this one year. Packard merged with Studebaker, and the final two years of Packards (1957-58) were rebranded Studebakers. 1956 was the last year that Packard built its own cars.

CTA 7138 at Schreiber and Ravenswood, near Devon Station. (Robert Heinlein Photo)

CTA 7138 at Schreiber and Ravenswood, near Devon Station. (Robert Heinlein Photo)

CTA 7171 is northbound on Clark Street, passing Wrigley Field. (Robert Heinlein Photo)

CTA 7171 is northbound on Clark Street, passing Wrigley Field. (Robert Heinlein Photo)

CTA 7162 is southbound on Clark Street at LaSalle Drive in September 1957. A version of this photo, taken from a duplicate slide, appears on page 177 of B-146, mistakenly credited to Charles L. Tauscher. (Robert Heinlein Photo)

CTA 7162 is southbound on Clark Street at LaSalle Drive in September 1957. A version of this photo, taken from a duplicate slide, appears on page 177 of B-146, mistakenly credited to Charles L. Tauscher. (Robert Heinlein Photo)

CTA 7163 is southbound at Clark, Halsted, and Barry in July 1957. A version of this photo, taken from a duplicate slide, appears on page 170 of B-146, mistakenly credited to Charles L. Tauscher. (Robert Heinlein Photo)

CTA 7163 is southbound at Clark, Halsted, and Barry in July 1957. A version of this photo, taken from a duplicate slide, appears on page 170 of B-146, mistakenly credited to Charles L. Tauscher. (Robert Heinlein Photo)

From the Wien-Criss Archive:

The North Shore Line's Libertyville station on the Mundelein branch in January 1963. (Wien-Criss Archive)

The North Shore Line’s Libertyville station on the Mundelein branch in January 1963. (Wien-Criss Archive)

NJ Transit car 6 on the Newark City Subway in July 1975. After the PCCs were replaced in 2001, this car went to the Rockhill Trolley Museum. Sister car #4 (ex-Twin Cities Rapid Transit) is now at the Illinois Railway Museum. (Wien-Criss Archive)

NJ Transit car 6 on the Newark City Subway in July 1975. After the PCCs were replaced in 2001, this car went to the Rockhill Trolley Museum. Sister car #4 (ex-Twin Cities Rapid Transit) is now at the Illinois Railway Museum. (Wien-Criss Archive)

CTA 2554 on a westbound Douglas-Milwaukee B-train between Jefferson Park and Montrose on August 17, 1978. (Wien-Criss Archive)

CTA 2554 on a westbound Douglas-Milwaukee B-train between Jefferson Park and Montrose on August 17, 1978. (Wien-Criss Archive)

Chicago North Shore & Milwaukee 764 heads up a train at North Chicago Junction on January 16, 1960. (William D. Volkmer Photo, Wien-Criss Archive)

Chicago North Shore & Milwaukee 764 heads up a train at North Chicago Junction on January 16, 1960. (William D. Volkmer Photo, Wien-Criss Archive)

This is the "before" version of the following slide, the raw scan prior to my working it over in Photoshop.

This is the “before” version of the following slide, the raw scan prior to my working it over in Photoshop.

A North Shore Line employee's shanty at the Milwaukee Terminal on June 17, 1962. "Cream City" is a nickname for Milwaukee. I believe a fantrip was held on that day, which helps explain the photographer at left. (Wien-Criss Archive)

A North Shore Line employee’s shanty at the Milwaukee Terminal on June 17, 1962. “Cream City” is a nickname for Milwaukee. I believe a fantrip was held on that day, which helps explain the photographer at left. (Wien-Criss Archive)

The North Shore Line's Woodridge station in August 1962. This was one of several 1920s-era stations designed in "Insull Spanish." Only two such stations exist today, one of which is Beverly Shores on the South Shore Line. The Woodridge station was demolished after the North Shore Line shut down in 1963. (Wien-Criss Archive)

The North Shore Line’s Woodridge station in August 1962. This was one of several 1920s-era stations designed in “Insull Spanish.” Only two such stations exist today, one of which is Beverly Shores on the South Shore Line. The Woodridge station was demolished after the North Shore Line shut down in 1963. (Wien-Criss Archive)

North Shore Line 714 heads up a northbound train at Loyola on July 13, 1955. Car 714 is now at the Illinois Railway Museum. (Wien-Criss Archive)

North Shore Line 714 heads up a northbound train at Loyola on July 13, 1955. Car 714 is now at the Illinois Railway Museum. (Wien-Criss Archive)

A North Shore Line train on the Shore Line Route is southbound in Winnetka in September 1954. This section was grade-separated in 1940, along with the adjacent Chicago & North Western tracks, following a series of pedestrian accidents. Harold L. Ickes, Secretary of the Interior under President Franklin D. Roosevelt, approved Federal aid that paid for part of this work, in a similar fashion to Chicago's Initial System of Subways. Ickes had lived in the area for many years. The train is moving towards the photographer, and the front is blurred due to the shutter speed that had to be used, in the days when Kodachrome was ISO 10. (Wien-Criss Archive)

A North Shore Line train on the Shore Line Route is southbound in Winnetka in September 1954. This section was grade-separated in 1940, along with the adjacent Chicago & North Western tracks, following a series of pedestrian accidents. Harold L. Ickes, Secretary of the Interior under President Franklin D. Roosevelt, approved Federal aid that paid for part of this work, in a similar fashion to Chicago’s Initial System of Subways. Ickes had lived in the area for many years. The train is moving towards the photographer, and the front is blurred due to the shutter speed that had to be used, in the days when Kodachrome was ISO 10. (Wien-Criss Archive)

One of the two Electroliners crosses the North Shore Channel on October 21, 1950. After the abandonment of the North Shore Line in 1963, this became part of the route of the CTA Skokie Swift, today's Yellow Line. This is near the border between Skokie and Evanston. (Wien-Criss Archive)

One of the two Electroliners crosses the North Shore Channel on October 21, 1950. After the abandonment of the North Shore Line in 1963, this became part of the route of the CTA Skokie Swift, today’s Yellow Line. This is near the border between Skokie and Evanston. (Wien-Criss Archive)

The entrance to the South Shore Line platforms at Randolph Street Station on August 4, 1974. This has since been completely modernized, and the neon sign is now at the Illinois Railway Museum. (Douglas N. Grotjahn Photo, Wien-Criss Archive)

The entrance to the South Shore Line platforms at Randolph Street Station on August 4, 1974. This has since been completely modernized, and the neon sign is now at the Illinois Railway Museum. (Douglas N. Grotjahn Photo, Wien-Criss Archive)

Chicago South Shore and South Bend 23 is at the head of a westbound train at Miller, Indiana on October 1, 1990. (Bill McCoy Photo, Wien-Criss Archive)

Chicago South Shore and South Bend 23 is at the head of a westbound train at Miller, Indiana on October 1, 1990. (Bill McCoy Photo, Wien-Criss Archive)

Although this picture was originally identified as Franklin Street, north of the Loop, it's actually at 8th Street, south of the Loop. The clue is the Big 4 Advertising carriers storefront, which was located at 26 E. 8th Street. Thanks to John Suhayda for pointing this out. The head North Shore Line car is 420, and this photo was taken by Robert F. Collins on June 2, 1960. (Wien-Criss Archive)

Although this picture was originally identified as Franklin Street, north of the Loop, it’s actually at 8th Street, south of the Loop. The clue is the Big 4 Advertising carriers storefront, which was located at 26 E. 8th Street. Thanks to John Suhayda for pointing this out. The head North Shore Line car is 420, and this photo was taken by Robert F. Collins on June 2, 1960. (Wien-Criss Archive)

North Shore Line 727 and 729 are northbound at Belmont on the CTA north side "L" on May 20, 1962. Don's Rail Photos: "727 was built by Cincinnati Car Co in 1926, #2890. It was modernized in 1939 and sold to Iowa Chapter, National Railway Historical Society in 1963. It became Iowa Terminal RR 102 in 1967 and acquired by Iowa Trolley Museum in 1987. It was restored to some extent as CNS&M 727 and apparently returned to Iowa Terminal RR." (Wien-Criss Archive) John Nicholson: "Off to the right behind the "L" structure Benty Hobby Supplies was still a going concern. I remember it still being in operation into the early 1980s right around the time I moved into the Lake View neighborhood. Now hobby shops are becoming as scarce as interurbans."

North Shore Line 727 and 729 are northbound at Belmont on the CTA north side “L” on May 20, 1962. Don’s Rail Photos: “727 was built by Cincinnati Car Co in 1926, #2890. It was modernized in 1939 and sold to Iowa Chapter, National Railway Historical Society in 1963. It became Iowa Terminal RR 102 in 1967 and acquired by Iowa Trolley Museum in 1987. It was restored to some extent as CNS&M 727 and apparently returned to Iowa Terminal RR.” (Wien-Criss Archive) John Nicholson: “Off to the right behind the “L” structure Benty Hobby Supplies was still a going concern. I remember it still being in operation into the early 1980s right around the time I moved into the Lake View neighborhood. Now hobby shops are becoming as scarce as interurbans.”

North Shore Line Silverliners 770, 738, and 767 just north of Wilson Avenue on June 2, 1962. This is probably a "substitute Liner," meaning they were temporarily taking the place of an Electroliner when one of that pair was being serviced. (Wien-Criss Archive) John Nicholson adds: "I noticed you referred to the three Silverliners pictured just north of Wilson (taken On Saturday, June 2, 1962) as a possible "substitute Electroliner." The latest ruling from the recently-departed Mr. Horaheck was that "substitute Electroliner" is incorrect. The correct term should be "equipment substituting for a shopped Electroliner." Since the train did not have No. 415 in the consist, it was probably just a three-car train of Silverliners."

North Shore Line Silverliners 770, 738, and 767 just north of Wilson Avenue on June 2, 1962. This is probably a “substitute Liner,” meaning they were temporarily taking the place of an Electroliner when one of that pair was being serviced. (Wien-Criss Archive) John Nicholson adds: “I noticed you referred to the three Silverliners pictured just north of Wilson (taken On Saturday, June 2, 1962) as a possible “substitute Electroliner.” The latest ruling from the recently-departed Mr. Horaheck was that “substitute Electroliner” is incorrect. The correct term should be “equipment substituting for a shopped Electroliner.” Since the train did not have No. 415 in the consist, it was probably just a three-car train of Silverliners.”

North Shore Line car 754 gets a bath at the Milwaukee Terminal on May 14, 1961. (Gordon E. Lloyd Photo, Wien-Criss Archive)

North Shore Line car 754 gets a bath at the Milwaukee Terminal on May 14, 1961. (Gordon E. Lloyd Photo, Wien-Criss Archive)

North Shore Line car 758 is at the rear of a northbound train at Dempster Street in Skokie in August 1962. This is now where the CTA Yellow Line ends, and the historic station building has been moved a short distance away, but has been restored. (Wien-Criss Archive)

North Shore Line car 758 is at the rear of a northbound train at Dempster Street in Skokie in August 1962. This is now where the CTA Yellow Line ends, and the historic station building has been moved a short distance away, but has been restored. (Wien-Criss Archive)

This Seabord Coast Line streamlined diesel train #4900 was built in 1936 by St. Louis Car Company, and was an obvious influence on the design of the North Shore Line Electroliners, built five years later, The 4900 was scrapped in 1971 after Amtrak took over intercity passenger rail service. It is shown here in August 1969 and was originally Seaboard Air Line 2028. Like the Electroliners, it was one of a pair. (Wien-Criss Archive)

This Seabord Coast Line streamlined diesel train #4900 was built in 1936 by St. Louis Car Company, and was an obvious influence on the design of the North Shore Line Electroliners, built five years later, The 4900 was scrapped in 1971 after Amtrak took over intercity passenger rail service. It is shown here in August 1969 and was originally Seaboard Air Line 2028. Like the Electroliners, it was one of a pair. (Wien-Criss Archive)

Pennsylvania Railroad steam train 612 at the Parkway overpass, Sea Girt, NJ, October 20, 1957. #612 was a K-4S (4-6-2) "Pacific" built in Juniata during 1917 and retired in April 1958. (Wien-Criss Archive)

Pennsylvania Railroad steam train 612 at the Parkway overpass, Sea Girt, NJ, October 20, 1957. #612 was a K-4S (4-6-2) “Pacific” built in Juniata during 1917 and retired in April 1958. (Wien-Criss Archive)

Atlantic City Brilliner 205 on December 28, 1955. From www.nycsubway.org: "The third electrified service in Atlantic City lasted longer than the others and it was a streetcar line that made its way from a place called The Inlet at the north end of Atlantic City and operated largely along the city's major thoroughfare, Atlantic Avenue, southward and through the communities of Ventnor, Margate and Longport. Owned and operated by the Atlantic City Transportation Company, this service was distinctive, during its final decade-and-a-half, in that its basic fleet of cars consisted in twenty-five streamlined Brilliners, the Philadelphia-based Brill Company's competitive answer to the PCC car. Other properties purchased small fleets of similar Brilliners, but only in Atlantic City did this unique car serve as the basic rolling stock of a transit system. Until the very end of streetcar service in December of 1955, the Brilliners were supplemented by a small number of conventional Hog Island cars." So, this picture was taken just off the Boardwalk at The Inlet, near Captain Starn's Restaurant and Yacht Bar, one of the most famous seafood eateries in America in the 1940s, 50s, and 60s. It opened in 1940 and closed in 1979. This was part of a complex offering sailboat rides, speedboats, a fish market, and sea lions. It was featured in the 1972 film The King of Marvin Gardens. (Wien-Criss Archive)

Atlantic City Brilliner 205 on December 28, 1955. From http://www.nycsubway.org: “The third electrified service in Atlantic City lasted longer than the others and it was a streetcar line that made its way from a place called The Inlet at the north end of Atlantic City and operated largely along the city’s major thoroughfare, Atlantic Avenue, southward and through the communities of Ventnor, Margate and Longport. Owned and operated by the Atlantic City Transportation Company, this service was distinctive, during its final decade-and-a-half, in that its basic fleet of cars consisted in twenty-five streamlined Brilliners, the Philadelphia-based Brill Company’s competitive answer to the PCC car. Other properties purchased small fleets of similar Brilliners, but only in Atlantic City did this unique car serve as the basic rolling stock of a transit system. Until the very end of streetcar service in December of 1955, the Brilliners were supplemented by a small number of conventional Hog Island cars.” So, this picture was taken just off the Boardwalk at The Inlet, near Captain Starn’s Restaurant and Yacht Bar, one of the most famous seafood eateries in America in the 1940s, 50s, and 60s. It opened in 1940 and closed in 1979. This was part of a complex offering sailboat rides, speedboats, a fish market, and sea lions. It was featured in the 1972 film The King of Marvin Gardens. (Wien-Criss Archive)

Here is a video, with some shots of the Atlantic City Brilliners (built 1938-39), with their distinctive “tavern” doors (starts at about 9:38):

Baltimore Transit Company Brilliner 7501 on the Eastern Avenue route. It was built on December 19, 1938. Jeff was actually in Baltimore on the last day of streetcar service on November 3, 1963. Light rail transit returned to the Baltimore area in 1992. (Wien-Criss Archive)

Baltimore Transit Company Brilliner 7501 on the Eastern Avenue route. It was built on December 19, 1938. Jeff was actually in Baltimore on the last day of streetcar service on November 3, 1963. Light rail transit returned to the Baltimore area in 1992. (Wien-Criss Archive)

Philadelphia Transportation Company Brilliner 2023 is north of Olney Avenue in May 1953, on a fantrip. Don's Rail Photos: "2023 was built by Brill Car Co in April 1939, #23763-006. It was scrapped in August 1956." Brill had been part of the group that developed the PCC car, but refused to pay patent royalties to other companies and dropped out, preferring to go their own way. It was a fatal mistake. By the time Brill introduced their PCC-lookalike, the Brilliner, in 1938, St. Louis Car Company had the PCC market sewed up, and Brill's was viewed as an inferior product in some ways. Hence, few were sold-- one to Philadelphia, one to Baltimore, 24 to Atlantic City, and 10 to Red Arrow. Brill made its last streetcar in 1941. (Wien-Criss Archive)

Philadelphia Transportation Company Brilliner 2023 is north of Olney Avenue in May 1953, on a fantrip. Don’s Rail Photos: “2023 was built by Brill Car Co in April 1939, #23763-006. It was scrapped in August 1956.” Brill had been part of the group that developed the PCC car, but refused to pay patent royalties to other companies and dropped out, preferring to go their own way. It was a fatal mistake. By the time Brill introduced their PCC-lookalike, the Brilliner, in 1938, St. Louis Car Company had the PCC market sewed up, and Brill’s was viewed as an inferior product in some ways. Hence, few were sold– one to Philadelphia, one to Baltimore, 24 to Atlantic City, and 10 to Red Arrow. Brill made its last streetcar in 1941. (Wien-Criss Archive)

Philadelphia Transportation Company 6213 was known as a Nearside Peter Witt car. Here is an explanation from http://www.ectma.org/nearside.html : "The 1500 Nearside Cars represented the largest single group of cars in Philadelphia until 1948. They were aquired in five orders between 1911 and 1913 and were numbered 6000 - 7499. As originally built they had only a single double door in the front and a conductor's booth immediately behind the motorman. A small rear door existed for emergency use only. Previous practice with double end cars was for the car to stop at the far side of intersections so passengers could board the rear platform where the conductor was stationed. The name "Nearside" derives from the fact that these new single end cars stopped for passengers at the near side of each intersection. The double door was arranged with the front leaves opening in for incoming passengers and the rear leaves opening out for exiting passengers. Between 1919 and 1921 to solve the "muzzle loading" problem, 1160 of the 1500 cars were equipped with center doors and the "Peter Witt" fare collection system with the conductor stationed in the middle of the car." 6213 is on Route 15 - Girard Avenue, which still has a streetcar line, which is currently on hiatus while its small fleet of PCC II cars are being rebuilt. This is from a "half frame" slide. Half frame had a brief fad in the 1950s as a way to double the number of pictures on a roll, but it also had half the film area of 35mm, and therefore wasn't as sharp. The slide mount gives the location as "Richmond Street near the Ship Yards." This would be on the eastern portion of the line. This type of streetcar was retired here in 1957. (Wien-Criss Archive)

Philadelphia Transportation Company 6213 was known as a Nearside Peter Witt car. Here is an explanation from http://www.ectma.org/nearside.html : “The 1500 Nearside Cars represented the largest single group of cars in Philadelphia until 1948. They were aquired in five orders between 1911 and 1913 and were numbered 6000 – 7499. As originally built they had only a single double door in the front and a conductor’s booth immediately behind the motorman. A small rear door existed for emergency use only. Previous practice with double end cars was for the car to stop at the far side of intersections so passengers could board the rear platform where the conductor was stationed. The name “Nearside” derives from the fact that these new single end cars stopped for passengers at the near side of each intersection. The double door was arranged with the front leaves opening in for incoming passengers and the rear leaves opening out for exiting passengers. Between 1919 and 1921 to solve the “muzzle loading” problem, 1160 of the 1500 cars were equipped with center doors and the “Peter Witt” fare collection system with the conductor stationed in the middle of the car.” 6213 is on Route 15 – Girard Avenue, which still has a streetcar line, which is currently on hiatus while its small fleet of PCC II cars are being rebuilt. This is from a “half frame” slide. Half frame had a brief fad in the 1950s as a way to double the number of pictures on a roll, but it also had half the film area of 35mm, and therefore wasn’t as sharp. The slide mount gives the location as “Richmond Street near the Ship Yards.” This would be on the eastern portion of the line. This type of streetcar was retired here in 1957. (Wien-Criss Archive)

Atlantic City Brilliner 218. The movie poster advertises Welcome Stranger, a film starring Bing Crosby, John Garfield, and Barry Fitzgerald, released in June 1947, which may help date this photo. (Wien-Criss Archive)

Atlantic City Brilliner 218. The movie poster advertises Welcome Stranger, a film starring Bing Crosby, John Garfield, and Barry Fitzgerald, released in June 1947, which may help date this photo. (Wien-Criss Archive)

Philadelphia Transportation Company Brilliner 2023 is on a charter trip at Chelten and Yorr Roads. There is a notation on this half-frame slide of "Route 52." The Brilliner was scrapped in August 1956, so this must be before then. (Wien-Criss Archive)

Philadelphia Transportation Company Brilliner 2023 is on a charter trip at Chelten and Yorr Roads. There is a notation on this half-frame slide of “Route 52.” The Brilliner was scrapped in August 1956, so this must be before then. (Wien-Criss Archive)

Recent Finds

FYI, someone has based a painting on a picture from my blog: "A dramatic art illustration of a CTA Rapid Transit train on the Logan Square line at Damen in 1970. Illustration ©2021 Glenn Galen" The original photo is from our post Thankful (November 24, 2020). If you are interested in purchasing prints of his work, go here.

FYI, someone has based a painting on a picture from my blog: “A dramatic art illustration of a CTA Rapid Transit train on the Logan Square line at Damen in 1970. Illustration ©2021 Glenn Galen” The original photo is from our post Thankful (November 24, 2020). If you are interested in purchasing prints of his work, go here.

This is a real photo postcard I recently bought. Chicago Surface Lines 6031 was built by Brill in July 1914. The State line was originally numbered 34 by CSL, for internal accounting purposes. When merged with Broadway in 1937, it became Route 36 - Broadway-State. Dewey, I think, was later renamed Schubert Avenue, and is a short street located at 2720 North. So Clark and Dewey would be just south of Diversey. I got rid of some of the scratches via Photoshop.

This is a real photo postcard I recently bought. Chicago Surface Lines 6031 was built by Brill in July 1914. The State line was originally numbered 34 by CSL, for internal accounting purposes. When merged with Broadway in 1937, it became Route 36 – Broadway-State. Dewey, I think, was later renamed Schubert Avenue, and is a short street located at 2720 North. So Clark and Dewey would be just south of Diversey. I got rid of some of the scratches via Photoshop.

A three car train of northbound CTA woods on the Evanston Express in August 1957, just a few short months before the last of the woods was retired from regular service. Since the train is using third rail, and there are four tracks, this is somewhere south of Evanston.

A three car train of northbound CTA woods on the Evanston Express in August 1957, just a few short months before the last of the woods was retired from regular service. Since the train is using third rail, and there are four tracks, this is somewhere south of Evanston.

I can read the sign on the right (Evanston Wilmette via L) but I wonder what the sign in the middle says?

I can read the sign on the right (Evanston Wilmette via L) but I wonder what the sign in the middle says?

The CTA Linden Avenue Yard in Wilmette in July 1957. We see 5000s, 6000s, and wood cars present. To the left is where the North Shore Line's Shore Line Route continued north until the 1955 abandonment.

The CTA Linden Avenue Yard in Wilmette in July 1957. We see 5000s, 6000s, and wood cars present. To the left is where the North Shore Line’s Shore Line Route continued north until the 1955 abandonment.

This photo of a pair of Philadelphia streetcars has to be from the 1940s, since Birney car #1 is present, along with 8471. The occasion was a fantrip. From the original red border Kodachrome. (Charles R. Houser, Sr. Photo)

This photo of a pair of Philadelphia streetcars has to be from the 1940s, since Birney car #1 is present, along with 8471. The occasion was a fantrip. From the original red border Kodachrome. (Charles R. Houser, Sr. Photo)

Chicago & West Towns Railways streetcar 160 on Hillgrove Avenue at Brainard Avenue in the 1940s. This was the end of the long LaGrange line, which also served the Brookfield Zoo and had some private right-of-way.

Chicago & West Towns Railways streetcar 160 on Hillgrove Avenue at Brainard Avenue in the 1940s. This was the end of the long LaGrange line, which also served the Brookfield Zoo and had some private right-of-way.

NSL 725 at the Mundelein Terminal, which resembled the Dempster Street station in Skokie. Don's Rail Photos: "725 was built by Cincinnati Car Co in 1926, (order) #2890. It was modernized in 1939."

NSL 725 at the Mundelein Terminal, which resembled the Dempster Street station in Skokie. Don’s Rail Photos: “725 was built by Cincinnati Car Co in 1926, (order) #2890. It was modernized in 1939.”

NSL 710 at Libertyville on the Mundelein branch. Don's Rail Photos: "710 was built by Cincinnati Car Co in 1924, (order) #2725. It was purchased by American Museum of Electricity in 1963 and resold to Connecticut Trolley Museum in 1972."

NSL 710 at Libertyville on the Mundelein branch. Don’s Rail Photos: “710 was built by Cincinnati Car Co in 1924, (order) #2725. It was purchased by American Museum of Electricity in 1963 and resold to Connecticut Trolley Museum in 1972.”

A North Shore Line Electroliner... at North Chicago Junction?

A North Shore Line Electroliner… at North Chicago Junction?

CTA Lake Street car 1743 is turning north at Randolph and Franklin on April 18, 1953.

CTA Lake Street car 1743 is turning north at Randolph and Franklin on April 18, 1953.

A sign on the "L" station at Randolph and Wells, from the previous photo.

A sign on the “L” station at Randolph and Wells, from the previous photo.

Red Arrow (Philadelphia & West Chester Traction) car 78 in Media on December 2, 1935. This car was built circa 1931-32 by Brill and is known as a "Master Unit." It is now at the Pennsylvania Trolley Museum in Washington, PA.

Red Arrow (Philadelphia & West Chester Traction) car 78 in Media on December 2, 1935. This car was built circa 1931-32 by Brill and is known as a “Master Unit.” It is now at the Pennsylvania Trolley Museum in Washington, PA.

Chicago Rapid Transit "Baldy" 4000's SB at Armitage about to plunge into the subway. No date, but guessing mid-1940's based on the presence of the tower that was built here when the subway opened (you can see the tower roof at left above the platform canopy). (John Smatlak Collection)

Chicago Rapid Transit “Baldy” 4000’s SB at Armitage about to plunge into the subway. No date, but guessing mid-1940’s based on the presence of the tower that was built here when the subway opened (you can see the tower roof at left above the platform canopy). (John Smatlak Collection)

A two-car train of CTA woods makes a fantrip stop in the 1950s at the ground-level Buena Yard, which was an interchange point for freight between the "L" and the Milwaukee Road up until 1973. Under the "L", you can see remnants of the former Buena station, which closed in 1949. In the distance, there is a ramp leading up to the "L". This site is now the location of Challenger Park. (John Smatlak Collection)

A two-car train of CTA woods makes a fantrip stop in the 1950s at the ground-level Buena Yard, which was an interchange point for freight between the “L” and the Milwaukee Road up until 1973. Under the “L”, you can see remnants of the former Buena station, which closed in 1949. In the distance, there is a ramp leading up to the “L”. This site is now the location of Challenger Park. (John Smatlak Collection)

I recently bought this real photo postcard, circa 1910. This is how it looked before restoration. I think the developer was not properly fixed when this was made 110 years ago, so the image has faded and may continue to do so in the future. This is the Metropolitan West Side Elevated crossing the Chicago River, not the Northwestern "L". But perhaps the "N. W." refers to Met trains that went to Humboldt Park and Logan Square.

I recently bought this real photo postcard, circa 1910. This is how it looked before restoration. I think the developer was not properly fixed when this was made 110 years ago, so the image has faded and may continue to do so in the future. This is the Metropolitan West Side Elevated crossing the Chicago River, not the Northwestern “L”. But perhaps the “N. W.” refers to Met trains that went to Humboldt Park and Logan Square.

The same image after restoration in Photoshop.

The same image after restoration in Photoshop.

A close-up shows the train was probably stopped when this picture was taken.

A close-up shows the train was probably stopped when this picture was taken.

I recently purchased a CRT map (current as of July 7, 1925), and this useful bit of history, facts, and figures was on the back.

I recently purchased a CRT map (current as of July 7, 1925), and this useful bit of history, facts, and figures was on the back.

I spent some time cleaning up this map in Photoshop today. I think it's interesting and a bit unusual, in that is also shows the North Shore Line stops on 63rd Street (service was eventually cut back to Roosevelt Road). When my new book Chicago's Lost "L"s comes out, I think I will include a facsimile of this map, and the historical information on the backside, with every copy purchased directly from me.

I spent some time cleaning up this map in Photoshop today. I think it’s interesting and a bit unusual, in that is also shows the North Shore Line stops on 63rd Street (service was eventually cut back to Roosevelt Road). When my new book Chicago’s Lost “L”s comes out, I think I will include a facsimile of this map, and the historical information on the backside, with every copy purchased directly from me.

Someone on Facebook recently asked when the CTA added the “Metropolitan Transit” banner to its logo. The answer, courtesy of the CTA Transit News, is May 1958.

Erie Lackawanna 3442 at Hoboken on September 2, 1964, looking pretty spiffy, and much better than the other car in the next photo, taken 18 years later, near the end of its service life. (Dick Ganger Photo)

Erie Lackawanna 3442 at Hoboken on September 2, 1964, looking pretty spiffy, and much better than the other car in the next photo, taken 18 years later, near the end of its service life. (Dick Ganger Photo)

Erie Lackawanna coach 3515 at Hoboken, NJ on August 7, 1982. It was built by Pullman in 1930.

Erie Lackawanna coach 3515 at Hoboken, NJ on August 7, 1982. It was built by Pullman in 1930.

From the September 20, 1894 Leslie's Weekly. There is a link to the article "Track Elevation in Chicago" in the introduction to this post.

From the September 20, 1894 Leslie’s Weekly. There is a link to the article “Track Elevation in Chicago” in the introduction to this post.

South Shore Line freight loco 707. Don's Rail Photos: "707 was built by Alco-General Electric in June 1931, #68270, 11193, as NYC 1242, Class R-2. It was renumbered 342 in August 1936. In July 1967 it was rebuilt as CSS&SB 707. It was scrapped in April 1976."

South Shore Line freight loco 707. Don’s Rail Photos: “707 was built by Alco-General Electric in June 1931, #68270, 11193, as NYC 1242, Class R-2. It was renumbered 342 in August 1936. In July 1967 it was rebuilt as CSS&SB 707. It was scrapped in April 1976.”

A classic winter scene, with South Shore Line 103 at the helm.

A classic winter scene, with South Shore Line 103 at the helm.

South Shore Line "Little Joe" freight loco 803 in Michigan City.

South Shore Line “Little Joe” freight loco 803 in Michigan City.

South Shore Line 108 in Michigan City.

South Shore Line 108 in Michigan City.

South Shore Line 101 heads up a two-car train in Michigan City.

South Shore Line 101 heads up a two-car train in Michigan City.

South Shore Line 110 and train running on the street in Michigan City.

South Shore Line 110 and train running on the street in Michigan City.

South Shore Line car 100 and freight loco 706 are identifiable in this scene that I assume is Michigan City.

South Shore Line car 100 and freight loco 706 are identifiable in this scene that I assume is Michigan City.

South Shore Line caboose 1056.

South Shore Line caboose 1056.

I assume this is the South Shore yards at Michigan City.

I assume this is the South Shore yards at Michigan City.

South Shore Line car 7 in downtown Chicago.

South Shore Line car 7 in downtown Chicago.

South Shore Line car 38.

South Shore Line car 38.

You would be forgiven for thinking that this picture of South Shore freight running down a busy street could have been taken in East Chicago, Indiana, due to the double track seen here. But comparison with other photos proves this is 11th and Franklin in Michigan City, looking west, with a bit of the South Shore Line depot visible. As for the date, I am going to say this could be 1947, since Indiana license plates were yellow that year, and appear to be a lighter color than some years that followed. There were two tracks for a stretch near the station at that time.

You would be forgiven for thinking that this picture of South Shore freight running down a busy street could have been taken in East Chicago, Indiana, due to the double track seen here. But comparison with other photos proves this is 11th and Franklin in Michigan City, looking west, with a bit of the South Shore Line depot visible. As for the date, I am going to say this could be 1947, since Indiana license plates were yellow that year, and appear to be a lighter color than some years that followed. There were two tracks for a stretch near the station at that time.

It might help date the picture if I can figure out what year and model this car is. It definitely looks postwar, however.

It might help date the picture if I can figure out what year and model this car is. It definitely looks postwar, however.

This picture, from one of our previous posts, was taken at the same location, around the same time:

The way to distinguish South Shore Line street running photos from one city to another usually includes counting the number of tracks. Only East Chicago was double tracked. However, this is Michigan City, as there are two tracks for a short distance near the station seen at rear, since many runs begin and end here. This picture, showing car 105 and train, was taken on August 6, 1948. The station building still exists but is no longer in use.

The way to distinguish South Shore Line street running photos from one city to another usually includes counting the number of tracks. Only East Chicago was double tracked. However, this is Michigan City, as there are two tracks for a short distance near the station seen at rear, since many runs begin and end here. This picture, showing car 105 and train, was taken on August 6, 1948. The station building still exists but is no longer in use.

The same location today.

The same location today.

TMER&L 915.

TMER&L 915.

TMER&L 917.

TMER&L 917.

I unfortunately did not win the auction for this negative from 1961, but it does at least show that steam actually did operate over the new B&OCT tracks that were relocated next to I-290, the Eisenhower Expressway (during an excursion). Who knew? The loco is Grand Trunk Western #5629. The location is in Forest Park, just west of Circle Avenue (the bridge in the distance, with an auxiliary entrance to the CTA Congress median rapid transit line).

I unfortunately did not win the auction for this negative from 1961, but it does at least show that steam actually did operate over the new B&OCT tracks that were relocated next to I-290, the Eisenhower Expressway (during an excursion). Who knew? The loco is Grand Trunk Western #5629. The location is in Forest Park, just west of Circle Avenue (the bridge in the distance, with an auxiliary entrance to the CTA Congress median rapid transit line).

New Steam Audio CD:

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

misc676-001

STEAM CDs:

RGTS
Rio Grande to Silverton:
A Sound Portrait of Mountain Railroading
Price: $14.99

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

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

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

Total time – 45:49

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

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

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

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

Bibliographic information:
Title Building Chicago’s Subways
Images of America
Author David Sadowski
Edition illustrated
Publisher Arcadia Publishing (SC), 2018
ISBN 1467129380, 9781467129381
Length 128 pages
Chapter Titles:
01. The River Tunnels
02. The Freight Tunnels
03. Make No Little Plans
04. The State Street Subway
05. The Dearborn-Milwaukee Subway
06. Displaced
07. Death of an Interurban
08. The Last Street Railway
09. Subways and Superhighways
10. Subways Since 1960
Building Chicago’s Subways is in stock and now available for immediate shipment. Order your copy today! All copies purchased through The Trolley Dodger will be signed by the author.
The price of $23.99 includes shipping within the United States.
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Redone tile at the Monroe and Dearborn CTA Blue Line subway station, showing how an original sign was incorporated into a newer design, May 25, 2018. (David Sadowski Photo) Redone tile at the Monroe and Dearborn CTA Blue Line subway station, showing how an original sign was incorporated into a newer design, May 25, 2018. (David Sadowski Photo)
Help Support The Trolley Dodger

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Reader Mailbag, 6-25-2017

Outbound Chicago, Aurora & Elgin 460 in Aurora on May 19, 1957. Near the terminal, overhead wire was used instead of third rail. Passenger service only lasted another six weeks before abandonment.

Outbound Chicago, Aurora & Elgin 460 in Aurora on May 19, 1957. Near the terminal, overhead wire was used instead of third rail. Passenger service only lasted another six weeks before abandonment.

A close-up of the previous picture.

A close-up of the previous picture.

The Trolley Dodger mailbag is overflowing this month. We also have some new photographic finds to share with you.

Along with our upcoming book Chicago Trolleys, we are pleased to report there will also be a related item– a pack of 15 postcards, showing selected classic images from the book. This is part of Arcadia Publishing’s Postcards of America series. More information below.

Enjoy!

-David Sadowski

Recent Finds

CA&E 427 (right) at the Wheaton Shops.

CA&E 427 (right) at the Wheaton Shops.

CA&E 428, an outbound Elgin Limited, passes over Union Station on the Met "L". Looks like this picture was taken from a passing car heading east.

CA&E 428, an outbound Elgin Limited, passes over Union Station on the Met “L”. Looks like this picture was taken from a passing car heading east.

Here, we see CA&E 425 at Glen Ellyn, a photo stop during an early Central Electric Railfans' Association fantrip. Notice how everyone is dressed up for the occasion.

Here, we see CA&E 425 at Glen Ellyn, a photo stop during an early Central Electric Railfans’ Association fantrip. Notice how everyone is dressed up for the occasion.

CA&E 459 is at the tail end of a three-car outbound train at Oak Park Avenue on the Garfield "L". The building at right is still there, now fronting the Eisenhower Expressway.

CA&E 459 is at the tail end of a three-car outbound train at Oak Park Avenue on the Garfield “L”. The building at right is still there, now fronting the Eisenhower Expressway.

CA&E 424 at Harlem Avenue on the Garfield "L". Since this station was located on the west side of Harlem, it follows that this car is heading east. Fare control was on the inbound platform only. It, and Harlem Avenue, would be behind the photographer in this view. This area is now taken up by the Eisenhower Expressway.

CA&E 424 at Harlem Avenue on the Garfield “L”. Since this station was located on the west side of Harlem, it follows that this car is heading east. Fare control was on the inbound platform only. It, and Harlem Avenue, would be behind the photographer in this view. This area is now taken up by the Eisenhower Expressway.

Here is a different angle than we are usually used to seeing of the CA&E Wheaton Yards. Cars 315 and 415, among others, are present. On the other hand, Jack Bejna writes: "The photo that you labled a different view of the Wheaton Yards is probably a view of the Laramie Yards taken from a different angle (looking northeast). The crossing is probably Lockwood Avenue and the view is generally toward the tower. Zoom in the image and under the short part of the gate you can see the top half of the tower. In addition, the dark building has 6 short windows and two long windows. The photo I've attached was labled Lockwood Yard and shows the same building as well as the top of a radio tower and a water tower in the background (you can see both in your recent photo)."

Here is a different angle than we are usually used to seeing of the CA&E Wheaton Yards. Cars 315 and 415, among others, are present. On the other hand, Jack Bejna writes: “The photo that you labled a different view of the Wheaton Yards is probably a view of the Laramie Yards taken from a different angle (looking northeast). The crossing is probably Lockwood Avenue and the view is generally toward the tower. Zoom in the image and under the short part of the gate you can see the top half of the tower. In addition, the dark building has 6 short windows and two long windows. The photo I’ve attached was labled Lockwood Yard and shows the same building as well as the top of a radio tower and a water tower in the background (you can see both in your recent photo).”

Here is the photo that Jack Bejna sent us:

Here is Lackawanna & Wyoming Valley (better known as the Laurel Line) car 34 at the Scranton (PA) station on September 21, 1941. Don's Rail Photos says, "34 was built by Osgood-Bradley Car Co in 1924. It was sold to John C Bauman in 1953 and scrapped in 1956." The question has been raised in the past, as to whether the Laurel Line fleet, retired in the early 1950s, could have been any use to the Chicago, Aurora & Elgin, which needed to replace their wood cars with steel. It would appear that these cars were too long for the CA&E and would have needed modification. However, such changes had been made in 1937-38 to eight ex-Washington, Baltimore & Annapolis cars, which were renumbered into the 600 and 700-series. What was lacking in 1953, unfortunately, was the will to keep operating and investing money in a railroad that management thought was worth more dead than alive.

Here is Lackawanna & Wyoming Valley (better known as the Laurel Line) car 34 at the Scranton (PA) station on September 21, 1941. Don’s Rail Photos says, “34 was built by Osgood-Bradley Car Co in 1924. It was sold to John C Bauman in 1953 and scrapped in 1956.” The question has been raised in the past, as to whether the Laurel Line fleet, retired in the early 1950s, could have been any use to the Chicago, Aurora & Elgin, which needed to replace their wood cars with steel. It would appear that these cars were too long for the CA&E and would have needed modification. However, such changes had been made in 1937-38 to eight ex-Washington, Baltimore & Annapolis cars, which were renumbered into the 600 and 700-series. What was lacking in 1953, unfortunately, was the will to keep operating and investing money in a railroad that management thought was worth more dead than alive.

South Shore Line freight loco 702 in Michigan City on September 5, 1966. It was originally built in 1930 by Alco-General Electric for the New York Central, and came to the South Shore Line in 1955. The 700-series locos were scrapped in 1976. (Photo by Leander)

South Shore Line freight loco 702 in Michigan City on September 5, 1966. It was originally built in 1930 by Alco-General Electric for the New York Central, and came to the South Shore Line in 1955. The 700-series locos were scrapped in 1976. (Photo by Leander)

We posted a New Orleans Public Service photo recently (see Points East, West, and South, May 17, 2017), and here is another. This 1940s shot shows car 438 on Canal Street, when it still had four tracks.

We posted a New Orleans Public Service photo recently (see Points East, West, and South, May 17, 2017), and here is another. This 1940s shot shows car 438 on Canal Street, when it still had four tracks.

Here, we see Lehigh Valley Transit car 1023 at Norristown on May 9, 1950. LVT interurban service to Philadelphia on the Liberty Bell route had been cut back to this point the previous year, and even this truncated version would only last about another year before abandonment. Riders would have changed trains to ride the Philadelphia & Western the rest of the way to the 69th Street Terminal. Through a great coincidence, the man at right has been identified as Ara Mesrobian, who is mentioned elsewhere in this post!

Here, we see Lehigh Valley Transit car 1023 at Norristown on May 9, 1950. LVT interurban service to Philadelphia on the Liberty Bell route had been cut back to this point the previous year, and even this truncated version would only last about another year before abandonment. Riders would have changed trains to ride the Philadelphia & Western the rest of the way to the 69th Street Terminal. Through a great coincidence, the man at right has been identified as Ara Mesrobian, who is mentioned elsewhere in this post!

North Shore Line car 300, during its days as the official club car of Central Electric Railfans' Association, in August 1941. At left is diner 414, which was out of service at the time. It was motorized and returned to service as a coach in 1942.

North Shore Line car 300, during its days as the official club car of Central Electric Railfans’ Association, in August 1941. At left is diner 414, which was out of service at the time. It was motorized and returned to service as a coach in 1942.

North Shore Line city streetcar 359 at Great Lakes. Don's Rail Photos: "359 was built by St Louis Car Co in January 1928, #1453. It was retired in 1949 and scrapped in 1950."

North Shore Line city streetcar 359 at Great Lakes. Don’s Rail Photos: “359 was built by St Louis Car Co in January 1928, #1453. It was retired in 1949 and scrapped in 1950.”

Recent Correspondence

Hagerstown & Frederick car 48 on June 24, 1939. Don's Rail Photos: "48 was built by Brill in 1926. It came from the CG&W (Chambersburg Greencastle & Waynesboro Street Ry.), since they were owned by Potomac Edison, too. It was retired in 1949 and disposition is unknown." (Al Seibel Photo)

Hagerstown & Frederick car 48 on June 24, 1939. Don’s Rail Photos: “48 was built by Brill in 1926. It came from the CG&W (Chambersburg Greencastle & Waynesboro Street Ry.), since they were owned by Potomac Edison, too. It was retired in 1949 and disposition is unknown.” (Al Seibel Photo)

Hagerstown & Frederick combine 172 on September 24, 1939. Don's Rail Photos: "172 was built by Brill in 1921. It was retired in 1954. The disposition is unknown." (Al Seibel Photo)

Hagerstown & Frederick combine 172 on September 24, 1939. Don’s Rail Photos: “172 was built by Brill in 1921. It was retired in 1954. The disposition is unknown.” (Al Seibel Photo)

Kenneth Gear writes:

In that Railroad Record Club paper I scanned and sent to you last week there is a list of books Steventon was selling. One of them, “BLUE RIDGE TROLLEY The Hagerstown & Frederick Railway” By Herbert H. Harwood interested me. I searched online and found a copy for sale and purchased it (at a much higher price than the $10 Steventon was asking).

Many of the photos in the book were taken by Ara Mesrobian. This is the same photographer who took the photos of William Steventon along the H&F in January of 1954. These photos, as you know, were used in the article Steventon wrote for TRACTION & MODELS magazine. Since it is a certainty that Mesrobian and Steventon were together (with several others) while some of the recordings were being made that were included on RRC LP #6, the possibility exists that some of the photographs Ara Mesrobian made at the time may have been used in this book.

Using some clues from the RRC liner notes, the T&M article, and the photo captions in the book, I found a few photos that may very well have been taken at the same time as the sound recordings. I’ve scanned and attached two of them.

The first one shows car # 172 near Lewiston, MD. We know sound recordings were made here because of the T&M photo of Steventon at this location. The photo shows a snowless winter landscape that matches the T&M photo. The date of the photo is not given in the book, but this could be the visual of one of the cuts on side one.

The second photo’s caption does not give the car number but it appears to be car # 172 again. The date is not given but again the winter landscape and weather conditions are not unlike the photos in T&M.

There are a few more photos by Mesrobian in the book that could have been taken during the recording sessions but to me, these two are the most likely. Cars 171 & 172 were the only two H&F cars in operation at the time so all passenger car photos taken in this time frame would be of them.

Pinning down dates would be difficult too. The RRC #6 record label has the years 1953 -55 printed on it so we have this to work from. Steventon was in Washington DC in July of 1953 according to the liner notes of RRC 27. He was recording cars of the Capital Transit, and being that close to the H&F (and that far from Wisconsin) it’s possible he made H&F recordings on that trip. I could not find any photos in the book taken by Mesrobian that look like they may have been taken in midsummer.

Perhaps he did not accompany Steventon on that H&F trip, if indeed Steventon made one. We know he made H&F recordings on January 3, 1954 because the photos in T&M are dated. All passenger service on the H&F ended on February 20, 1954 (Steventon made his recordings just six weeks earlier) so anything recorded in 1955 had to be of the freight motors. Steventon wrote in the liner notes of RRC 6 that the in cab recordings of locomotive #12 were “made on a very cold day in January, with drifts of snow across the rails”. The T&M photos show no snow on the ground and the coat Steventon is wearing does not seem to be very heavy. Additionally he is hatless and not wearing gloves or a scarf. This indicates to me that in all likelihood it was not extremely cold that day. However, there may have been snow at higher elevations. Electric freight operations lasted, according to the book, until “early 1955”. So my guess would be the cab ride in # 12 took place in January of 1955, one year and a month after the end of passenger service.

All of this is just conjecture on my part but it seems reasonable and was a fun exercise.

Another interesting photo in the book is an interior shot of H&F car 172. This is one of the Railroad Record Club photos that you got on eBay! The photo was taken by Steventon himself and it’s a safe bet that he took it at the same time he made the on train recording, where he placed the microphone under the car’s floor, that is band 4 on side 1. Of note, Steventon’s name is spelled incorrectly in the photo credit. He is credited as William A. Stevenson! I’ve scanned and attached the page.

Anyway if you have an interest in the H&F I would recommend this book. There are many used copies available online.

Well that’s how I spent my afternoon today, it sure beat cutting the grass.

This is great detective work on your part.  I will run this in my next post.

Of course, there may have been charters using the passenger cars even after the end of passenger service.

I know someone, now close to 87 years old, who rode one of those late H&F trips.*

The book didn’t have any photos or make any mention of fan trips after the end of regular passenger service, but It can’t be ruled out. It must be remembered that the wires came down in early 1955 so that only left a window of about 12-14 months for any fan trips to have run. Also in the book’s equipment roster it lists both 171 & 172 as having been retired in 1954 but does not give any disposition info. I look for fan trip photos online.

 

As long as the cars were still on the property, they could have been used for fantrip service. As the last operating interurban on the east coast, chances are there would have been a demand for such trips.

I will see what I can find out.

One other fairly interesting thing I thought of today. I watched a documentary about the H&F on Youtube  (I can send the link if you wish), and in the closing credits there was a list of people whose photographs were used for the still frames in the film. One of the photographers listed was Steventon’s friend Bob Crockett. He may have been along on one or more of these recording trips. He also my be one of the people in the T&E photos too. There aren’t any of Crockett’s photos in the book however, and I can’t find any H&F photos of his online.
Also in the acknowledgments of the book Ara Mesrobian is listed and said to live in Washington. He being so close to the H&F I’m sure he made many trips to the property without Steventon.

 

I believe that in 1953 Steventon was working for the Federal government in Washington, D. C., so he wasn’t living in Wisconsin yet. I think he grew up in Illinois, actually.

Good point, I hadn’t thought of that. I just always associate him with being in Wisconsin. You are right about him growing up in Illinois. RRC LP #20 liner notes he says he was born and raised in Mt. Carmel. I didn’t know of his government work, at least I don’t recall having read about it.

 

Pretty sure it is mentioned in that newspaper article about Steventon that I posted some time ago.

I re-read the newspaper article and you are correct, it states he was working in Washington DC in 1953. I overlooked this fact and it may put a little different spin on some of my assumptions as to the dates of the recordings. He could have made the trip easily to the H&F on many occasions during the time he worked for the government, and we don’t know the years he worked in DC.
He was in Wisconsin, and apparently for some years, by the time of the newspaper piece was written in 1958. At any rate, we can be sure of the January 3, 1954 date because we have the T&M photos which are dated. As I said, it was just a fun way to fill a free afternoon and avoid doing yard chores.

 

Thanks!

Tracing the Hagerstown & Frederick:

Howard Sell Films of Hershey Transit and the Hagerstown & Frederick:

C&WT 127 and 104 in Maywood. The grade crossing at rear may be a clue as to the exact location. Don's Rail Photos notes: "104 was built by McGuire-Cummings in 1917. It was scrapped in 1948." The 127 looks to be the older of the pair, built by McGuire-Cummings in 1914. (Joe L. Diaz Photo) Joe writes: "The photo of C&WT cars 127 and 104 is in Maywood at 19th and Railroad Avenue looking north."

C&WT 127 and 104 in Maywood. The grade crossing at rear may be a clue as to the exact location. Don’s Rail Photos notes: “104 was built by McGuire-Cummings in 1917. It was scrapped in 1948.” The 127 looks to be the older of the pair, built by McGuire-Cummings in 1914. (Joe L. Diaz Photo) Joe writes: “The photo of C&WT cars 127 and 104 is in Maywood at 19th and Railroad Avenue looking north.”

Bill Shapotkin writes:

In your most recent post (which covers your Chicago Streetcar book), there is this photo (above). Indeed, the pic is in Maywood (just barely). We are looking N/B on 19th Ave from a point just north of St Charles Rd. The Grd Xing is the C&NW (its Melrose Park station is out-of-view to right). Busses of PACE RT #303 continue to operate in 19th, passing this location.

Thanks!

Lou Astrella writes:

I was wondering if you had a picture of the trolley barn/garage that used to be at Division & Oakley in Chicago IL many years ago. Thank you.

I don’t have such a picture at present, but will keep an eye out for one in the future. Probably the best place to look for pictures of the car barn would be in the CSL employee magazine (Surface Service), from around May 1947 when it closed. Unfortunately, I do not have either the May or June 1947 issue in my collection at present. Perhaps the CTA might, however.

Here’s a partial view of it:

Hopefully, our readers may have other pictures to share.

Jack Bejna writes:

I have enjoyed your recent posts as always, and I find myself checking often, hoping to find another of your posts waiting for me. Good work! Here are some images of the second order of CA&E cars, built by Niles in 1905. Car 205 had its motors removed in the late years. Car 209 was rebuilt in 1924 by the company shops from parlor-buffet car Carolyn. The original photo of car 207 was an in-train image that I decide to modify to show the end details better. I spent way too much time on this one but I think the end result looks much better than the original image.

Thanks, Jack, once again for all your incredible work in making these cars look better than ever. I am sure our readers appreciate it as well.

CA&E 201 at Laramie Yard.

CA&E 201 at Laramie Yard.

CA&E 203.

CA&E 203.

CA&E 205.

CA&E 205.

CA&E 207.

CA&E 207.

CA&E 209 at Wheaton Shops in 1924.

CA&E 209 at Wheaton Shops in 1924.

CTA PCC 4384 at Archer and Wentworth.

CTA PCC 4384 at Archer and Wentworth.

Warren Kostelny writes:

I would like to express my satisfaction with your book Chicago Streetcar Pictorial: The PCC Car Era.**  It is really a great book to enjoy.

Thanks!

Are you planning to publish other books for the other cities that had PCC streetcars?

They say you should write what you know, and while I have learned a lot about Chicago’s PCCs over the years, this doesn’t necessarily carry over to other cities.  I will leave that to people who know those subject much better than I could.  I will always be a Chicagoan at heart.

Meanwhile, I have a new book coming out this September called Chicago Trolleys, via Arcadia Publishing (see below).  Chicago’s PCCs, and the experimental models that preceded them, are an important part of this tome.

I did find some discrepancies.  On page 15 PCC cars #7035-7114 is listed as 90 cars built and delivered.  If you add up the postwar PCCs it comes to 610 built.  It should be only 600 cars.

That is a typo and should say 80 cars.

On page 428, cars #7035-7114 is listed as 80 cars built and delivered.  When you add up postwar PCC cars built and delivered it is 600 cars.  Which is the correct number built?

600 cars– 310 by Pullman, and 290 from St. Louis Car Company.  No doubt the order was too much for either company to build in a timely fashion, so it was split.

Also on page 15, the 4 car lines were to get 182, 150, 171, and 75 PCC cars.  This only adds up to 578.   Where did the other 22 go so it totals 600 cars?

I would expect 22 cars were to be held in reserve to account for down time caused by accidents and mechanical issues. Having a total of 600 cars does not mean you have 600 cars available at all times.

On page 321, the picture is identified as July 1955.  The car is a 1956 Pontiac.  Next year’s new models usually came out in October, November, December.

Your point is well taken.  1955 and 1956 Pontiacs have the same basic body, but slightly different bumpers.  You are correct in noting that the picture shows a 1956 model.

I recall, as a kid, that new car models were introduced during September. So, in some cases, you could have a photo with a 1956 model car that was taken in 1955. This tradition began to fray when Ford introduced the Mustang in April 1964, as a “1964 1/2” model.

1956 license plates have white background and black numerals, which this car has.

You are correct.  Chances are this picture was taken shortly before the end of streetcar service on Western Avenue (June 1956).  In some cases, the information that comes with a photo turns out not to be completely accurate.  We do our best to catch such errors.  Good eye!

I used a similar strategy to help date the photo of the Third Avenue El in our recent post Badgered (June 12, 2017). There, New York used the same plate in 1955 and 1956, but in the latter year, there was a sticker in the upper right hand corner. That helped date the picture to 1955. The type of slide mount on this “red border Kodachrome” also indicated a date no earlier than 1955.

Other 1956 photos which show this are pages 355 bottom, 322 bottom, 319 top and bottom, 309 top and bottom, 195 bottom, and 351 top.

Yes, and in those cases, the photos are correctly identified as 1956.

1955 car plates had black backgrounds and light-colored numerals.  Pages 360 top, 334 top, 337 bottom, and 351 bottom.

And those photos are accurately listed as 1955.

It is a great book and hope there are more books to come on the PCC streetcars.

I’ll settle for partial credit regarding my new book, and hope it meets with your approval.  Meanwhile, I am working hard to ensure that minor errors do not creep into Chicago Trolleys.  Books such as this are full of complexities.  Since humans are not perfect, it shouldn’t be too surprising that the books they create aren’t perfect either.  But we do strive for perfection, naturally. To err is human; to forgive, divine!

A 1956 Pontiac.

A 1956 Pontiac.

The last #36 streetcar, February 16, 1957.

The last #36 streetcar, February 16, 1957.

Meanwhile, shortly after the PCC book was published, I received the following message from our resident South Side expert M. E.:

Yesterday I received B-146 and have been poring over it since then. B-146 is one heck of an achievement. I can only imagine how deteriorated the photos must have been. Your photo editor did a Herculean job restoring the photos.

The late Bradley Criss was an absolute master with Photoshop, a true magician. But instead of waving a magic wand, it took him endless hours of hard work, dedication, and attention to detail to make these pictures look as good as they do. My new book is dedicated to him.

I found a few booboos to tell you about:

(1) On page 38, the map you contend is from 1950. I knew the south side Surface Lines routes pretty well. Most of them are represented accurately in the map. But:

— Your own text, corroborated by Alan Lind’s book, says that streetcar service on Halsted south of 79th St. was eliminated in 1949. Therefore the route to 111th and Sacramento would have disappeared by 1950.

The map in question is correct as of early December 1949, and not 1950. We regret this error.

— Also, Lind’s book says the Halsted-Downtown route was the one that first ran to 111th and Sacramento. But by the late 1940s it was route 8. Lind’s book has a picture of a red streetcar on 111th St. with a destination sign showing route 8. From my personal experience, hanging around 63rd and Halsted as often as I did, I can state it really was route 8. Incidentally, I think the route 8 number itself was a rather late development. I remember destination signs on red streetcars that had no route numbers.

Route numbers were first used internally by CSL for accounting purposes, but gradually became public due to their use with the various Through Routes. So, for example, Lake-State was Through Route 16, and eventually the Lake route itself became 16.

— Also, that map shows route 8 between 79th and 81st Sts. The CTA may have retained trolley wire between 81st and 79th to connect routes 22 and 8/42, but there was no streetcar service south of 79th after 1949.

This map, produced by Dennis McClendon and Chicago Cartographics, is basically a color-coded version of one in a contemporary CTA Annual Report. Presumably their map showed wire between 79th and 81st since it was still there and available for car movements if needed, although not actually used as part of routes 8, 22, or 42.

(2) On page 211, the upper caption has the date October 1958.

That is, of course, a typo since the last car ran in June 1958. Possibly the correct date should be October 1957, based on the automobiles present.

(3) On page 381, the caption says the location is 63rd and Lowe. Not so. The view is facing west, and you can see the spire of the Southtown Theatre. The Southtown Theatre was at 63rd and Lowe, west of the railroad tracks. The true site of this photo is 63rd and Normal Parkway, which was 500 West. How do I know? In the photo is a sign for the 505 Grill. 505 is an address just west of Normal.

I wrote the caption for that photo, and mistakenly put down the cross street for the Southtown (Lowe) instead of the one for the photographer’s location (Normal).

The photo atop page 111 shows the 63rd Place short turn adjacent to the Halsted L station. For your information, the green and white bus belonged to the Suburban Transit System, based in Oak Lawn. Its route, starting at the L station, was north on Halsted to 63rd, west to Morgan St. (1000 west), south to 87th St., east to Vincennes (which at that point was about 900 west), south on Vincennes to 95th St., then west to any of several terminals along 95th St.

Also, there is a glimpse of a red and white bus in the distance. That one belonged to South Suburban Safeway Lines, which ran two routes into Englewood. One was the Harvey bus (currently route 349), which ran north on Halsted to 63rd, west to Western Ave., then south to Blue Island and Harvey. The other was the Chicago Heights/Crete bus (currently route 352), which turned south on Halsted and ran straight to the suburbs.

Thanks for all the great information!

The only other minor errors that I know about in B-146 involve some photos taken in the vicinity of Wrigley Field. These were mistakenly attributed to the late Charles Tauscher instead of Robert Heinlein. We regret this error, and thank Mr. Heinlein for taking such wonderful photographs.

It would be difficult to name a railfan book published within the last 50 years that did not have a few minor errors in it. This would include the legendary Lind book, which is rightfully considered the “gold standard” by which all other Chicago streetcar books should be judged.

I have seen the late Joe Saitta‘s personal copy of the CSL book, which included his own copious handwritten notes, for better or for worse, detailing what he regarded as corrections.  The handwriting was very difficult to read, but there were notations on nearly every page.

-David Sadowski

*Ray DeGroote writes:

Yes, I visited the H&F for a day at Thanksgiving time, 1952. I borrowed a camera from Tom Desnoyers since I did not have my own yet. I rode the line from Frederick, MD to Thurmond, about 20 miles, where the interurban connected with the Western Maryland RR. By that time they were down to just a few trips each day, and the rest of the system had been abandoned.

If there were any fan trips around that time, I did not hear about then. But it is possible either the Baltimore or Washington groups may have arranged something.

**Published in 2015 by Central Electric Railfans’ Association.  The Trolley Dodger blog is not affiliated with CERA.

Pre-Order Our New Book Chicago Trolleys

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

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

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

Overview

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

The book features 221 classic black-and-white images, each with detailed captions, in 10 chapters:

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

Product Details

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

Meet the Author

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

Images of Rail

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

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

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

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NEW – Chicago Trolleys Postcard Collection

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

The Postcards of America Series

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

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

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