Posters Plus

Today, we are featuring lots of poster images from the Samuel Insull era in Chicago transit, the early 1900s, thanks to the generosity of Jim Huffman. For some years, the Insull interests owned the Chicago Rapid Transit Company, as well as all three major Chicago-area interurban railroads, the North Shore Line, South Shore Line, and Chicago Aurora & Elgin. Therefore, it should not be too surprising that there was a lot of similarity in their advertising posters.

There is a current special exhibit at the Art Institute of Chicago called Everyone’s Art Gallery: Posters of the London Underground, and these posters appear to have influenced Chicago’s.

You may also want to check out Keeping Everyone in the Loop: 50 Years of Chicago “L” Graphics, by our friend J. J. Sedelmaier.

Finally, we have Bill Shapotkin‘s reminiscences of two recently departed railfans, Roy Benedict and Myron Lane.

Enjoy!

-David Sadowski

PS- There are multiple versions of some posters… and, there are also a few “ringers,” modern posters inspired by the originals, pamphlets, etc. etc.

From the Collections of Jim Huffman


“Ringers” by Mitch Markovitz

Mitch Markovitz is a well-known and very talented artist, who is also a student of history. You would be forgiven if you mistook some of his modern-day works for classic transit posters.

Poster painting image used with permission, Copyright Mitch Markovitz.

Poster painting image used with permission, Copyright Mitch Markovitz.

Poster painting image used with permission, Copyright Mitch Markovitz.

Poster painting image used with permission, Copyright Mitch Markovitz.

Poster painting image used with permission, Copyright Mitch Markovitz.

Recent Correspondence

William Shapotkin writes:

Two long-time friends and members or the rail/transit enthusiast community passed away within the last week or so. Myron Lane (Friday, July 5th), was born June 15, 1951. Myron was one of, if not the best known Chicago-area bus photographers around. Myron took tons and tons and tons of slides over the years. His widow (Brenda, who I have not spoken with) is aware that his material does NOT belong in the dumpster and that disposition of same is pending.

Myron had been in poor health for a number of years. It had been at least two months since I last spoke with him, as he was often too ill to talk. We did do some photo work together — traveling to Kenosha, WI (at least twice), following a chartered Amtrak train to Illinois Railway Museum and, of course, a number of Omnibus Society of America fantrips. We even worked together for a number of years at the RTA Travel Information Center. “Mr Lane” was a WONDERFUL photographer. He would often stand at a given location for as along as an hour to get the “right” pix (i.e.: no autos or pedestrian traffic in sight, correct destination sign display, lighting, etc.). Have a number of fine examples of his work in my collection. Will miss him greatly.

While on vacation in the wilds of Wisconsin, I was saddened by the death of long-time friend and fellow rail/transit enthusiast Roy G Benedict. Roy, a bachelor and life-long Chicagoan passed away suddenly on/about June 29th. A retired high school teacher, Roy had worked tirelessly in the study and preparation of electric traction history — more especially in the Chicagoland area.

He worked as a cartographer on a large number of Bulletins for the Central Electric Railfans’ Association for over 55 years. An accomplished author, he wrote numerous articles and was editor of FIRST AND FASTEST, quarterly publication of the Shoreline Interurban Historical Society — the staff of which my late wife, Rosemarie and myself served with him for some two years in the early 2000s.

I met Roy shortly after joining CERA in 1973. He was very knowledgeable on the history and operations of streetcar, interurban and rapid transit operations in the Chicago area and was almost always the “go to” guy when questions arose regarding those subjects. Aside from a great personal knowledge, he had a library of research work, including books, journals (compiled by himself and others), maps and notes from the collection of James J. Buckley. Aside from his work on CERA Bulletins, he spent many hours with me pouring over my own work, FASTER THAN THE LIMITEDS, the story of the Chicago-New York Electric Air Line and successor Gary Railways. He was by far the most major contributor of material for that book and assisted me in proofreading and preparation… without his invaluable assistance the finished work would have been far less satisfying.

Roy and I made numerous “field trips,” more especially with the late John Van Kuiken, searching for and documenting the routes of the Chicago Interurban Traction, Illinois Valley Lines, Sterling Dixon and Eastern, Winona Railroad (the one in Indiana — NOT the one in Minnesota) and the streetcar lines of Dixon, Joliet, La Salle, Ottawa, Streator and other towns and cities in the Chicago area. He kept maticulas notes and had data bases covering existing electric railway facilities (carbarns, substations, etc.) of the area — which have proved invaluable to me in doing my own research.

Roy also introduced me to the Hoosier Traction Meet — held annually in Indianapolis, IN the weekend after Labor Day. Well, he did not introduce me to the meet, what he really did was recruit me (as program (auditorium) manager) — a duty which I have undertaken for some 15 years now. We communicated regularly (sometimes as often as four times a week) by phone, often spending hours discussing a given subject and often pouring over maps while doing so.

Roy was 78 years old. The first realization that something was not right was when he did not show up at the designated time/place to be picked up for a trip to the Illinois Railway Museum on Sunday, June 30th. A check of his home found him dead on Monday, July 1st. As I was out-of-town at the time and unable to advise anyone (other than by phone) of his passing. He had made all of his final arrangements thru Craig Moffat (brother of long-time friend Bruce Moffat). His remains will be cremated and there is to be no memorial service. Understand (thru my numerous conversations with Roy) that his collection of books, papers, etc. is to be turned over to the Illinois Railway Museum’s Strahorn Library — where it will be preserved for future generations of historians to use in their research.

The attached photo of Roy was taken October 2016 by Eric Bronsky while at Bob Olson’s South Bend Electric Railway.

The loss of a friend is always difficult. Roy’s passing is more especially so. We spent so much time together in compiling, proofreading and writing material and well as traveling along and being involved with CERA, Hoosier Traction Meet and Shoreline Interurban Historical Society. His passing leaves a major hole in my soul… it was a great honor and a privilege to have known him. I and the rail/transit enthusiast community were blessed for having him. Roy, you are already greatly missed.

Bill Shapotkin

Now Available On Compact Disc
CDLayout33p85
RRCNSLR
Railroad Record Club – North Shore Line Rarities 1955-1963
# of Discs – 1
Price: $15.99

Railroad Record Club – North Shore Line Rarities 1955-1963
Newly rediscovered and digitized after 60 years, most of these audio recordings of Chicago, North Shore and Milwaukee interurban trains are previously unheard, and include on-train recordings, run-bys, and switching. Includes both Electroliners, standard cars, and locomotives. Recorded between 1955 and 1963 on the Skokie Valley Route and Mundelein branch. We are donating $5 from the sale of each disc to Kenneth Gear, who saved these and many other original Railroad Record Club master tapes from oblivion.
Total time – 73:14
[/caption]


Tape 4 switching at Roudout + Mundeline pic 3Tape 4 switching at Roudout + Mundeline pic 2Tape 4 switching at Roudout + Mundeline pic 1Tape 3 Mundeline Run pic 2Tape 3 Mundeline Run pic 1Tape 2 Mundeline pic 3Tape 2 Mundeline pic 2Tape 2 Mundeline pic 1Tape 1 ElectrolinerTape 1 Electroliner pic 3Tape 1 Electroliner pic 2Notes from tape 4Note from tape 2

RRC-OMTT
Railroad Record Club Traction Rarities – 1951-58
From the Original Master Tapes
# of Discs- 3
Price: $24.99


Railroad Record Club Traction Rarities – 1951-58
From the Original Master Tapes

Our friend Kenneth Gear recently acquired the original Railroad Record Club master tapes. These have been digitized, and we are now offering over three hours of 1950s traction audio recordings that have not been heard in 60 years.
Properties covered include:

Potomac Edison (Hagerstown & Frederick), Capital Transit, Altoona & Logan Valley, Shaker Heights Rapid Transit, Pennsylvania Railroad, Illinois Terminal, Baltimore Transit, Niagara St. Catharines & Toronto, St. Louis Public Transit, Queensboro Bridge, Third Avenue El, Southern Iowa Railway, IND Subway (NYC), Johnstown Traction, Cincinnati Street Railway, and the Toledo & Eastern
$5 from the sale of each set will go to Kenneth Gear, who has invested thousands of dollars to purchase all the remaining artifacts relating to William A. Steventon’s Railroad Record Club of Hawkins, WI. It is very unlikely that he will ever be able to recoup his investment, but we support his efforts at preserving this important history, and sharing it with railfans everywhere.
Disc One
Potomac Edison (Hagerstown & Frederick):
01. 3:45 Box motor #5
02. 3:32 Box motor #5, May 24, 1953
03. 4:53 Engine whistle signals, loco #12, January 17, 1954
04. 4:13 Loco #12
Capital Transit:
05. 0:56 PCC car 1557, Route 20 – Cabin John line, July 19, 1953
06. 1:43
Altoona & Logan Valley:
07. 4:00 Master Unit car #74, August 8, 1953
Shaker Heights Rapid Transit:
08. 4:17 Car 306 (ex-AE&FRE), September 27, 1953
09. 4:04
10. 1:39
Pennsylvania Railroad GG-1s:
11. 4:35 August 27, 1954
12. 4:51
Illinois Terminal:
13. 5:02 Streamliner #300, northward from Edwardsville, February 14, 1955
14. 12:40 Car #202 (ex-1202), between Springfield and Decatur, February 1955
Baltimore Transit:
15. 4:56 Car 5706, January 16, 1954
16. 4:45 Car 5727, January 16, 1954
Niagara, St. Catharines & Toronto:
17. 4:19 Interurbans #83 and #80, October 1954
18. 5:20 #80, October 1954
Total time: 79:30
Disc Two
St. Louis Public Service:
01. 4:34 PCCs #1708, 1752, 1727, 1739, December 6, 1953
Queensboro Bridge Company (New York City):
02. 5:37 Cars #606, 605, and 601, December 31, 1954
03. 5:17
Third Avenue El (New York City):
04. 5:07 December 31. 1954
05. 4:47 Cars #1797, 1759, and 1784 at 59th Street, December 31, 1954
Southern Iowa Railway:
06. 4:46 Loco #400, August 17, 1955
07. 5:09 Passenger interurban #9
IND Subway (New York City):
08. 8:40 Queens Plaza station, December 31, 1954
Last Run of the Hagerstown & Frederick:
09. 17:34 Car #172, February 20, 1954 – as broadcast on WJEJ, February 21, 1954, with host Carroll James, Sr.
Total time: 61:31
Disc Three
Altoona & Logan Valley/Johnstown Traction:
01. 29:34 (Johnstown Traction recordings were made August 9, 1953)
Cincinnati Street Railway:
02. 17:25 (Car 187, Brighton Car House, December 13, 1951– regular service abandoned April 29, 1951)
Toledo & Eastern:
03. 10:36 (recorded May 3-7, 1958– line abandoned July 1958)
Capital Transit:
04. 16:26 sounds recorded on board a PCC (early 1950s)
Total time: 74:02
Total time (3 discs) – 215:03



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

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

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

There were three subway anniversaries in 2018 in Chicago:
60 years since the West Side Subway opened (June 22, 1958)
75 years since the State Street Subway opened (October 17, 1943)
80 years since subway construction started (December 17, 1938)
To commemorate these anniversaries, we have written a new book, Building Chicago’s Subways.

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

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

For Shipping to Canada:

For Shipping Elsewhere:

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

Help Support The Trolley Dodger

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This is our 235th post, and we are gradually creating a body of work and an online resource for the benefit of all railfans, everywhere. To date, we have received over 535,000 page views, for which we are very grateful.

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

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

We thank you for your support.

DONATIONS

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

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

Roy G. Benedict

Some very sad news via Eric Bronsky:

We rail preservationists and historians have lost an important member of our community. Roy G. Benedict, prolific writer and historian active with several rail organizations over the course of 60+ years, passed away unexpectedly. He was 78.

Among other activities, Roy was long involved with CERA publications and also served a term as editor of First & Fastest, published by the Shore Line Interurban Historical Society. His historic research and writings were meticulous, thorough and accurate. A native of Chicago’s South Side, he was considered a ‘walking encyclopedia’ of Chicago Surface Lines routes and operations.

Roy was a bachelor who lived alone on Chicago’s Northwest Side. He was employed as a schoolteacher. After retiring, he started Roy G Benedict Publisher’s Services as a sole proprietorship. He did not own a car and used public transportation to get wherever he needed to go, traveling frequently to Indiana to observe NICTD board meetings or to distant libraries to research electric railways. When invited to ride with others to railroad museums, model meets, and other events not accessible by bus or train, Roy was always grateful for the opportunity to tag along.

Roy would occasionally join me, Dan Joseph, and others on day trips. The photo below shows Roy enjoying Bob Olson’s South Bend Electric Railway in October of 2016. Dan spoke with Roy only last Wednesday, inviting him to join us Sunday to visit the Illinois Railway Museum. Our pickup point was the CTA Belmont Blue Line station. Roy, normally punctual, was not there when we arrived. We tried calling his home and mobile phone but there was no answer. Growing concerned, we made several phone calls in an attempt to find someone who could check on Roy. Our worst fears were confirmed on Monday.

There will be no funeral service. Roy bequeathed his collection to the Illinois Railway Museum’s Strahorn Library. I have no other information.

— Eric

Jeff Wien notes:

Roy was one of the most intelligent people that I have ever had the pleasure of knowing.

Roy G. Benedict started out as a mapmaker as a teenager in the 1950s. An early example of his work, a mimeographed track map of the Chicago Aurora & Elgin, is reproduced below.

He was the co-author, along with James R. MacFarlane, of Not Only Passengers: How the Electric Railways Carried Freight, Express, and Baggage, Bulletin 129 of the Central Electric Railfans’ Association (1992).

Roy was very helpful to Carl Bajema, offering helpful advice on the book that became The Street Railways of Grand Rapids (co-author: Tom Maas), Bulletin 148 of Central Electric Railfans’ Association (2017). He was a stickler for getting details correct, and did not suffer fools gladly. If you disagreed with Roy, you had better have the facts at hand to make your case.

Mr. Benedict was interviewed on-camera for the Chicago Streetcar Memories DVD produced by Jeff Wien and the late Bradley Criss for Chicago Transport Memories. He was also a contributor to Chicago Streetcar Pictorial: The PCC Car Era, 1936-1958, by Jeffrey L. Wien and myself, (Bradley Criss Photo Editor), published in 2015 by Central Electric Railfans’ Association as Bulletin 146.

In recent years, Roy had also been very active in the yearly Hoosier Traction Meet that takes place in Indianapolis each September.

This is a great loss to the railfan community. He will be missed.

-David Sadowski

Help Support The Trolley Dodger

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This is our 234th post, and we are gradually creating a body of work and an online resource for the benefit of all railfans, everywhere. To date, we have received over 527,000 page views, for which we are very grateful.

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

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

We thank you for your support.

DONATIONS

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

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

Attention, Juice Fans!

Ephemera from a 1957 CA&E fantrip organized by the late Maury Klebolt. He later moved to San Francisco and was instrumental in starting the historic trolley operations that continue to this day. (William Barber Collection)

Ephemera from a 1957 CA&E fantrip organized by the late Maury Klebolt. He later moved to San Francisco and was instrumental in starting the historic trolley operations that continue to this day. (William Barber Collection)

Back in the 1930s and 40s, railfans were sometimes referred to as “juice fans,” since they liked electric trains. I suppose this was a derisive term, at first, coined by outsiders to the hobby. But like many such nicknames, it was gradually embraced by the fans, who eventually wore it as a badge of honor. This explains its use in a 1957 flyer advertising a fantrip on the Chicago, Aurora & Elgin in its last weeks of passenger operation, reproduced above.

Eventually, the term fell out of favor, and is about as common today as “Oh, you kid” or “23 Skidoo.”

Some months back, William Barber shared with us a picture taken on a 1957 Chicago, Aurora & Elgin fantrip. There was some question about the location, which our readers eventually identified as being on the Batavia branch, in the section between the old power house and the Batavia terminal.

One of the CA&E pictures in our last post Tokens of Our Esteem (January 20th) got Mr. Barber interested in sharing some additional CA&E pictures with us:

This 1955 photo's a bit of a mystery. Could this be Wheaton? William Barber: "Yes, this is Wheaton at the grade crossing immediately east of the depot." The location is Main Street looking east.

This 1955 photo’s a bit of a mystery. Could this be Wheaton? William Barber: “Yes, this is Wheaton at the grade crossing immediately east of the depot.” The location is Main Street looking east.

Main street looking east on Wheaton as it looks today.

Main street looking east on Wheaton as it looks today.

Bill Barber:

Reference this photo from the 01/20/16 Trolley Dodger. Yes, this is Wheaton at the grade crossing immediately east of the depot. Below are several photos that I took around 1959 or 1960. I apologize for the poor quality. The first one was taken from the upper platform of the tower looking east. Note the same building in the background and the the dead end switch leading from the eastbound main just before the next grade crossing. I have also attached some photos that my dad took on a 1957 Illini Railroad Club excursion.

The photos of cars 20 and 459 as well as the other operating equipment were all taken on an Illini Railroad Club fan trip on June 9, 1957. Attached are copies of a portion of the flyer for the trip and our ticket stubs. In the July 2015 issue of the Trolley Dodger, you posted another photo of mine from that same trip showing car no. 20 at a rural grade crossing which I thought was Prince’s Crossing. However, your readers corrected my comment and I think they finally identified it as near the Elgin terminal. (Editor’s note: It was actually identified as being on the Batavia branch, as you will see in the photo captions that follow below.) My other comments with that first post describe the events of that trip fairly well. Here they are again:

“As a 14 year old, I had the pleasure of riding the CA&E with my late father in June 9, 1957 on a Illini Railroad Club fan trip. At that time, the CA&E terminated at the Forest Park loop where our fan trip started. We covered the entire railroad from there to Wheaton, Elgin, Batavia and Aurora. We started with car #459 and would have used it for the entire trip except for a mishap that occurred while we were traveling up the Mt. Carmel Branch along Mannheim.

One of the third rail shoes struck a pile of gravel in the stone quarry and was damaged. We were able to operate to Wheaton with one shoe, but the Railroad decided that we should change cars there. This was a fine turn of events and significantly improved the trip for most of the passengers. Hopefully, someone else will respond who was on the same trip. I would like to hear from them. I am guessing that there were probably 40 people on that trip.”

The other four photos of the railroad at Wheaton after the shut down. Several friends and I drove over to the railroad during 1959 or 1960, from Downers Grove where we lived. At that time, of course, nothing was running, but most of the equipment was still held at the shop.

I just found the ticket stubs and part of the flyer for that trip, copy attached. I have also attached a copy of a flyer from another trip, but I don’t know if it ran or not. If it ran, we did not ride that trip.

 

Yes, the December 7, 1958 fantrip did take place, and was actually the last passenger train to ever run on the CA&E. Wood cars 319 and 320 were operated that day. We have previously posted a picture taken from that wintry day, and will include it in this post as well.

Interestingly, both cars were saved. 319 is at the Illinois Railway Museum, while 320 is in Mt. Pleasant, Iowa. 320 had a notable distinction as, I believe, the last car ever to leave the CA&E property in April 1962, just prior to the complete dismantling of the railroad.

As Larry Plachno has written:

A special note must be made of car 320 which assumed some special importance. The car had been sold to the Iowa Railway Historical Museum in Centerville, Iowa. On Friday, April 6, 1962, Jim and Bob Lewis of the Museum and V. Allan Vaughn of the Iowa Chapter of the NRHS were in Wheaton to prepare 320 for movement to Iowa.

That morning was spent oiling journals and motors, removing motor brushes, and boarding up the car for movement. Arrangements had already been made with Walter Schneider, head of the Commercial Metals scrapping operation, for a special movement of this car. At 1:00 P.M. the Commercial Metals EJ&E switcher 212 came up to the car and was coupled up with an adapter coupler. By 1:30, the diesel and car 320 headed down the Aurora branch. By 2:30 P.M. the diesel and car reached the CB&Q interchange at Aurora. After arriving in Aurora, additional work was done on boarding up the windows for the trip west.

On Sunday, a CB&Q switcher pulled 320 to the Eola Yard where it was placed on a flat car for shipment to Centerville, Iowa. Only days later the Commercial Metals locomotive would return to Aurora to start ripping up rail. However, 320 arrived safely in Centerville and began museum operations on June 9 and 10, 1962. Consequently, 320 was the last car to operate over CA&E mainline rail. It was also the first museum car to operate after the abandonment of the CA&E. In all, 12 wooden passenger cars, seven steel passenger cars, one line car, and one flat car were saved. As far as is known, all but one car (320) left Wheaton through a temporary interchange track installed by the C&NW in Wheaton.

 

Chicago Aurora & Elgin 320 on CB&Q flat car 94027 at Eola, Illinois on May 12, 1962. (Chuck Zeiler Photo)

Chicago Aurora & Elgin 320 on CB&Q flat car 94027 at Eola, Illinois on May 12, 1962. (Chuck Zeiler Photo)

We thank Mr. Barber for sharing these great pictures with us.

I actually enjoy seeing the ones that have motion blur in them. They remind us that the “Roarin’ Elgin” wasn’t a static or slow-moving affair. It was all about SPEED and these pictures demonstrate that quite well, showing things in motion. I assume that several of these photos have not been published before.

CA&E car 20 is preserved in operable condition at the Fox River Trolley Museum in South Elgin.

-David Sadowski

CA&E ROW at Wheaton Looking East from the gate tower. (William Barber Collection)

CA&E ROW at Wheaton Looking East from the gate tower. (William Barber Collection)

CA&E Wheaton Station, which was eventually torn down. (William Barber Collection)

CA&E Wheaton Station, which was eventually torn down. (William Barber Collection)

SF108 CA&E Wheaton Station

SF107 CA&E Wheaton Station

Main street looking west in Wheaton, the site of the old CA&E station.

Main street looking west in Wheaton, the site of the old CA&E station.

CA&E Motor 3002 at Wheaton Shops. (William Barber Collection)

CA&E Motor 3003 at Wheaton Shops. (William Barber Collection)

CA&E Motors 2001, 2002 and 3003 at Wheaton Shops. (William Barber Collection)

CA&E Motors 2001, 2002 and 3003 at Wheaton Shops. (William Barber Collection)

CA&E Motor 4006 at Wheaton Shops. (William Barber Collection)

CA&E Motor 4006 at Wheaton Shops. (William Barber Collection)

CA&E Motor no. 7 at Wheaton Shops. (William Barber Collection)

CA&E Motor no. 7 at Wheaton Shops. (William Barber Collection)

In a previous post, our readers identified the location of this June 9, 1957 fantrip photo as being on the CA&E Batavia branch, between the power house and the Batavia terminal. This was one of but two sections on this branch that used overhead wire. (William Barber Collection)

In a previous post, our readers identified the location of this June 9, 1957 fantrip photo as being on the CA&E Batavia branch, between the power house and the Batavia terminal. This was one of but two sections on this branch that used overhead wire. (William Barber Collection)

As this enlargement from Roy Benedict's 1957 track map shows, there were but two places on the CA&E Batavia branch under trolley wire. Having eliminated State Road as a possibility, that pretty much decides it as the stretch between the Power House and the end of the line.

As this enlargement from Roy Benedict’s 1957 track map shows, there were but two places on the CA&E Batavia branch under trolley wire. Having eliminated State Road as a possibility, that pretty much decides it as the stretch between the Power House and the end of the line.

CA&E Car no. 459 on the Mannheim Spur, June 9, 1957. (William Barber Collection)

CA&E Car no. 459 on the Mannheim Spur, June 9, 1957. (William Barber Collection)

CA&E Car no. 20 Elgin, IL Station, June 9, 1957. (William Barber Collection)

CA&E Car no. 20 Elgin, IL Station, June 9, 1957. (William Barber Collection)

CA&E Car no. 20 meets a 450 series car at Geneva Junction on June 9, 1957. (William Barber Collection)

CA&E Car no. 20 meets a 450 series car at Geneva Junction on June 9, 1957. (William Barber Collection)

CA&E Motors 4005 & 4006 EJ&E interchange at Wayne, June 9, 1957. (William Barber Collection)

CA&E Motors 4005 & 4006 EJ&E interchange at Wayne, June 9, 1957. (William Barber Collection)

CA&E Car no. 459 End of Track 12th St., Hillside, IL, June 9, 1957. (William Barber Collection)

CA&E Car no. 459 End of Track 12th St., Hillside, IL, June 9, 1957. (William Barber Collection)

CA&E Car no. 20 taken from the EJ&E Bridge, June 9, 1957. (William Barber Collection)

CA&E Car no. 20 taken from the EJ&E Bridge, June 9, 1957. (William Barber Collection)

CA&E Car no. 20 on the Aurora Branch, June 9, 1957. (William Barber Collection)

CA&E Car no. 20 on the Aurora Branch, June 9, 1957. (William Barber Collection)

CA&E 459 at Raymond Street in Elgin, June 9, 1957. (Mark Llanuza Collection)

CA&E 459 at Raymond Street in Elgin, June 9, 1957. (Mark Llanuza Collection)

The flyer for what became the final passenger movement on the CA&E. Freight service lasted a few months into 1959 before it too was abandoned. Various efforts to revive the interurban failed, and it received government permission for complete abandonment in 1961. (William Barber Collection)

The flyer for what became the final passenger movement on the CA&E. Freight service lasted a few months into 1959 before it too was abandoned. Various efforts to revive the interurban failed, and it received government permission for complete abandonment in 1961. (William Barber Collection)

On December 7, 1958, CA&E wood cars 319 and 320 operated the last passenger train on that venerable railroad as a charter. Here, we are at Fifth Avenue station looking east. After the CTA abandoned the Westchester branch, this station was repainted in CA&E colors, and the interurban took over all service here from 1951-57.

On December 7, 1958, CA&E wood cars 319 and 320 operated the last passenger train on that venerable railroad as a charter. Here, we are at Fifth Avenue station looking east. After the CTA abandoned the Westchester branch, this station was repainted in CA&E colors, and the interurban took over all service here from 1951-57.

Another picture from the December 7, 1958 CA&E fantrip. Here, the snow has started falling and we are at the Elgin end of the line. (Mark LLanuza Collection)

Another picture from the December 7, 1958 CA&E fantrip. Here, the snow has started falling and we are at the Elgin end of the line. (Mark LLanuza Collection)


Help Support The Trolley Dodger

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This is our 113th post, and we are gradually creating a body of work and an online resource for the benefit of all railfans, everywhere. During our first 365 days of operation, we received 114,587 page views for which we are very grateful.

You can help us continue our original transit research by checking out the fine products in our Online Store. You can make a donation there as well.

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Yesterday was The Trolley Dodger's first birthday, and that's the one that usually gets the most attention from the parents. They make a big fuss over the infant, throw a party, and take lots of pictures. Then, gradually, less and less pictures are taken of the brat and eventually he ends up in reform school. Anyway, we're off to a good start thanks to your help. Let's hope we don't get the "terrible twos."

Yesterday was The Trolley Dodger’s first birthday, and that’s the one that usually gets the most attention from the parents. They make a big fuss over the infant, throw a party, and take lots of pictures. Then, gradually, less and less pictures are taken of the brat and eventually he ends up in reform school. Anyway, we’re off to a good start thanks to your help. Let’s hope we don’t get the “terrible twos.”


Joey Morrow, one of our younger railfans, writes:

It’s the North Shore’s 53/100th anniversary!!!

Happy Birthday NSL, I thank the the world that I learned about the NSL and I think people should take a moment to look a how the railroads shaped America, and how the Chicago North Shore & Milwaukee Railroad shaped high speed rail operation. 100 years ago the Chicago and Milwaukee electric was renamed into the Chicago North Shore & Milwaukee Railroad, what it would remain for the last 47 years of service. 53 years ago (in about 2 1/2 hours). The railroad that shaped the awesome interurban era, will be the one to end it. It will ride the rails into heaven right behind her sister, the Chicago Aurora & Elgin, and it will show everyone the power of highways and what they can do to a railroad that shaped an era that could have been the railroads we see today.

Now the NSL shall sadly end what it has started. This railroad tops my list of favorite railroads. I watched the Amtrak HHP-8’s come to an end before I knew about the ACS-64’s. The awful story of Grand Trunk Western 5629 and 5632 scared me, to know the awesome steam power can’t stop a company to get it’s property. They shall join the other lost sister interurban roads that got lost from their southern sister. And the South Shore Line shall carry on the legacy of the interurban. The Iowa electric shall carry on last non-private electric freight operation, with their newest locomotives from 1923, these trains need help, help them. These stories of trains are what shape my life, and the adventure inside my soul to find remains of the NSL. Trains are what fuel me, it pumps steam powered pistons in my heart and turns drive wheels so I can walk. It’s what makes my life as a 13 year old in 7th grade possible. Please everyone, take trains into consideration, if there were no trains, then there will be no America. Trains are big, important, beautiful, behemoths on rails.

 

Thanks, Joey. Keep up the good work. Also keep in mind that, many times, when one door closes, another opens. While for many years there was one electric railway abandonment after another, now it is generally the reverse, with more and more new lines being built all the time.

Joey also asked if anyone can identify what railroad used to run in the shadow of the Manhattan Bridge in New York, on Plymouth Street. He is not sure whether these were freight tracks or streetcar. In the close-up view, you can see an overhead wire support:

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So, let’s see if we can help out an aspiring (not expiring) railfan.

Dick Myers replies:

I have a possible answer to the question posed by Joey in your Trolley Dodger blog posting. I posed the question to another email group, and received the following reply:

That’s the Brooklyn Bridge you see in the photos and the tracks may have been those of the B.E.D.T. (Brooklyn Eastern District Terminal) which serviced the piers along the East River Brooklyn waterfront into the 1960s. They had a fleet of 0-4-0T locomotives. Steve Hayes

The Wikipedia article on this railroad indicates they only used steam and diesel locomotives.

 

Thanks, however further research has shown it was not the B. E. D. T. (PS- The 3-CD collection Twilight of Steam, available via our Online Store, has audio recordings on it of steam locomotives on the Brooklyn East District Terminal not long before they switched to diesel in 1963.)

Looks like both Seth (see comments section below) and Bill Wall have the correct answer:

The section of track you are looking at was formerly operated by the Jay Street Connecting RR, abandoned in 1959. It was never electrified. What you see there sticking out from the warehouse is most likely either an awning or some kind of hoist for unloading. Find attached another photo of the area from 1944:


Daniel Joseph has some additional information to share with us regarding off-street bus loops (mostly regarding Evanston):

The #202 and Saturday #203 short turns used Sherman-Davis as a terminal until those routes were discontinued. My memory fails me as to the location of the terminal for the #204.

If my memory is still working correctly, during Sunday Chicago Bears football games at Soldiers Field in the late 1980s, the left northbound lane of Lake Shore Drive south of Balbo was used by southbound #128 Soldiers Field buses. This will need verification.

The southbound contraflow bus lane in the left northbound lane in Lake Shore Drive from Balbo to Soldiers Field for Sunday Bears football games was confirmed by Robert Bourine and David L. Phillips. Unknown how the buses existed this lane.

Also the bus lane at Linden Purple Line is always used for bus replacement shuttles.

Weekday afternoons CTA operated a bus from Skokie Shops south on Crawford/Pulaski to Foster. In the morning a north bound trip may also have been provided.

Sherman & Davis bus bay was confirmed by Robert Bourine and David L. Philips. it was separated from Sherman by an Island with pillars supporting the parking garage.The city of Evanston has a photo.

Skokie Shops bus boarding in the parking lot was confirmed by Walter Keevil and David L. Phillips. In the afternoon it traveled south on Crawford/Pulaski to Foster. Technically this route would accept regular passengers at the parking lot. We cannot determine if a corresponding morning northbound trip existed.

 

Andre Kristopans adds:

It did turn into shop property. Routing at least until the 1970’s was Oakton-Dodge/California-Foster-Pulaski, I gather to make more connections. Also Sherman/Davis turn-in was used by all four Evanston routes until the big rearrangement when 202 and 203 went away and 205/206 started.

 



Model of North Shore Line Milwaukee Terminal

Yesterday, I noticed some interesting photos online in an e-mail distributed by Terrell Colson, posted by Jim Rindt:

There has recently been interest in the Depots by John “Midwest Interurban Terminal” which is, of course,The North Shore Line’s Milwaukee Terminal in HO scale. I built one for a customer a number of years ago but I cannot remember if I ever posted pics of it here or not. So here it is, enjoy!

 

After seeing the pictures of the model, I contacted Jim Rindt and asked if he would let us post them here.

He replied:

Thanks for your note. I would be glad to have you to post the pics of it on your blog. Your blog is one I enjoy.

My website is http://www.rindtsrelics.com and I have several other North Shore items available and soon the Insull Spanish depots in N, HO & O scales. By the Summer I am hoping to have HO kits available for the Dempster, Kenosha and Mundelein.

The Terminal kit came from John Dornfeld of Depots by John.

 

The original North Shore Line terminal in Milwaukee sat vacant for more than a year before it was torn down in the summer of 1964. Another building occupies the site at 6th and Michigan today, with nary a trace of traction heritage to be found. But model-making presents an opportunity to preserve history in another way, one that builds things instead of tearing them down.

That made it especially appealing to me yesterday, the 53rd anniversary of the North Shore Line’s demise. It is no coincidence that this is the same date I picked to launch The Trolley Dodger. I would like January 21st to be associated with new beginnings and not just sad endings.

There is a large North Shore Line sign very much like this one on display at the Illinois Railway Museum, although I do not know for certain whether it actually came from the Milwaukee terminal.

-David Sadowski

IMG_2537 Terminal Front - Side Street View

IMG_2531 Terminal Front Roof & Sign

IMG_2530 Terminal Rear Roof & Sign

IMG_2526 Terminal Rear Passenger Entrance

IMG_2525 Terminal Front Entrance

IMG_2524 Terminal Front Entrance

IMG_2518 Terminal Rear with Platforms

IMG_2517 Terminal Rear Entrance

IMG_2516 Terminal Front - Side Street View

IMG_2510 Terminal Rear Overhead

IMG_2552 Terminal Platforms

Tokens of Our Esteem

The North Shore Line Milwaukee terminal in January 1963.

The North Shore Line Milwaukee terminal in January 1963.

We’ve reached our one-year anniversary, and have successfully renewed our Internet domain for another year, thanks to your generous contributions. Over the past year, many people have made contributions here, and not always financial.

I like to think of The Trolley Dodger as a place where we can all share information, discuss various topics and learn things together. As I’ve said before, I learn a lot from our readers and the things they choose to share with us. Coming here is like taking a stroll through a curiosity shop, and today we have lots of curios to share with you.

With the 53rd anniversary of the abandonment of the North Shore Line coming up on Thursday (the 21st), we have included a few pictures from the final days of that great electric interurban railway that once ran between Chicago and Milwaukee.

If you can shed any light on some of today’s mysteries, we would love to hear from you. You can make a comment on this page or drop us a line directly at:

thetrolleydodger@gmail.com

Thanks.

-David Sadowski

PS- We will continue our birthday celebration with another collection of great images in our next post, so watch this space.

Thanks to the generous donations from our readers, we have renewed our domain for another year. The various photos in today's post are but tokens of our esteem.

Thanks to the generous donations from our readers, we have renewed our domain for another year. The various photos in today’s post are but tokens of our esteem.


Help Support The Trolley Dodger

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This is our 112th post, and we are gradually creating a body of work and an online resource for the benefit of all railfans, everywhere. To date we have received 114,000 page views from over 32,000 visitors.

You can help us continue our original transit research by checking out the fine products in our Online Store. You can make a donation there as well.

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

We thank you for your support.


More Off-Street Loops

Andre Kristopans has a few additions to the very comprehensive list of Chicago’s off-street streetcar and bus turnaround loops he shared with us recently:

A few additions:

Roosevelt/Monitor – abandoned 09/28/08 when lease expired and renewal could not be negotiated

Madison/Springfield – 07/16/1890 out 12/13/53 originally for cable cars

118th/Burley – 4/8/45 to 7/1/47 – this was an odd situation. Both 118th and Burley were “dedicated streets”, but only Burley was paved. the “terminal” which had been a passing siding, was thus on open track. In addition, after 10/21/46, when Ewing-Brandon was bussed, only the South Chicago cars ended there, basically in the middle of nowhere, next to a tavern.

Canal between Harrison and Polk – 2/7/72 to 10/1/81 – an exclusive counterflow lane for Taylor/Sedgwick buses after the Polk St bridge was closed.

Cortland/Paulina – 9/1/47 to 4/17/59 – apron of old Noble Carhouse used by Southport buses until it was about to be torn down

Pulaski/21st – 4/26/04 to 6/16/08 – part of rebuilt Pulaski L station, not used after Ogden bus cut back to California

Blue Island/Leavitt 7/27/1893 to 7/20/06 – terminal for Blue Island cable cars adjacent to Blue Island carhouse

Corcoran/Menard – 10/26/27 to 5/19/47 – CMC is said to have had an off-street terminal here for Washington buses, but no good description has survived. 1938 aerial photo shows nothing obvious, so it might have involved wyeing by backing into a driveway.

Another subcategory– Counterflow lanes:

Madison between Desplaines and Michigan, Washington between Michigan and Jefferson 9/13/81 to 9/8/85

Adams between Jefferson and Michigan, Jackson between Michigan and Jefferson 8/31/80 to 4/20/86 (note – one block on Adams between Jefferson and Clinton not put into use until 2/1/81 account construction at the corner of Jefferson and Adams)

Canal between Randolph and Washington (NW Station) 6/22/64, extended to Lake St 7/20/81 to 8/5/87

Canal between Adams and Jackson (Union Station) 5/14/69, moved to NB exclusive lane on east side of Canal 8/31/80, returned to SB on west side of Canal 4/20/86. (note – replaced use of River Drive between Adams and Jackson which had been used since 6/22/64, however River Drive was actually a cab drive and therefore not an “off street terminal” in the strict sense, even though cars were not supposed to use it.

 

About that previous list, Daniel Joseph writes:

The only addition I can add to this complete list is the terminal on Sherman between Church and Davis inherited from Evanston Bus Company.

 

Andre replies:

Don’t know much about it. Basically, EBC loaded along regular curb until city of Evanston “streetscaped” the street in late 60’s or so, leaving a short piece of original curb for buses to load while rest of street in the two blocks between Clark and Davis was substantially narrowed and sidewalks widened. Orrington was done at the same time, as were parts of Church and Davis. Last buses that could have used the cut-out would have been the N201. Sort of what was done much later to Benson between Church and Davis. The “bus lane” is the original right lane.

 


The North Shore Line in January 1963, shortly before the end.

The North Shore Line in January 1963, shortly before the end.

North Shore Line freight loco 459 heads up a train in January 1963.

North Shore Line freight loco 459 heads up a train in January 1963.

A Silverliner and an Electroliner at the North Shore Line's Milwaukee terminal in January 1963.

A Silverliner and an Electroliner at the North Shore Line’s Milwaukee terminal in January 1963.

An Electroliner on the Chicago "L" in July 1962. Not sure of the exact location, but I assume this is Roosevelt Road where the NSL had free reign between 1949 and 1963 (CTA trains ran through the nearby subway then).

An Electroliner on the Chicago “L” in July 1962. Not sure of the exact location, but I assume this is Roosevelt Road where the NSL had free reign between 1949 and 1963 (CTA trains ran through the nearby subway then).

CNS&M electric locos 458 and 455 in July 1962.

CNS&M electric locos 458 and 455 in July 1962.

North Shore Line 712 at Roosevelt Road in July 1962.

North Shore Line 712 at Roosevelt Road in July 1962.

Ad touting 349 new trolley coaches ordered for the Chicago Transit Authority, 1951.

Ad touting 349 new trolley coaches ordered for the Chicago Transit Authority, 1951.

An unusual Chicago Surface Lines supervisor's badge just sold for $80 on eBay. I was not the buyer.

An unusual Chicago Surface Lines supervisor’s badge just sold for $80 on eBay. I was not the buyer.

cslbadge2

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This 1886 trade magazine includes an article detailing how the LaSalle Street cable car tunnel under the Chicago River was being expanded and upgraded.

This 1886 trade magazine includes an article detailing how the LaSalle Street cable car tunnel under the Chicago River was being expanded and upgraded.

lasalletunnel2

lasalletunnel3

San Francisco cable car 524 at the Chicago Railroad Fair on June 21, 1949. (Jeff Marinoff Collection) One of our readers notes, "Most of the gentlemen shown in transit uniforms appear to be wearing caps that have the Chicago Surface Lines cap badge on them in spite of the fact that according to the date on the photo the CTA had been in existence for almost two years. The guy with the coin changer might be wearing a CTA cap badge of the period." Interesting. Guess things didn't get replaced immediately. "They were also slow to slap the CTA decals on some of the streetcars too."

San Francisco cable car 524 at the Chicago Railroad Fair on June 21, 1949. (Jeff Marinoff Collection) One of our readers notes, “Most of the gentlemen shown in transit uniforms appear to be wearing caps that have the Chicago Surface Lines cap badge on them in spite of the fact that according to the date on the photo the CTA had been in existence for almost two years. The guy with the coin changer might be wearing a CTA cap badge of the period.” Interesting. Guess things didn’t get replaced immediately. “They were also slow to slap the CTA decals on some of the streetcars too.”

A Marion (Indiana) Birney car circa 1940.

A Marion (Indiana) Birney car circa 1940.

South Shore Line #15 in an unusual paint scheme on a 1954 fantrip.

South Shore Line #15 in an unusual paint scheme on a 1954 fantrip.

CSS&SB 106 heads up a two-car train going east from the South Shore's old South Bend terminal. This street running was eliminated in 1970 when the line was cut back to Bendix at the outskirts of town. Since then, it has been extended to the local airport.

CSS&SB 106 heads up a two-car train going east from the South Shore’s old South Bend terminal. This street running was eliminated in 1970 when the line was cut back to Bendix at the outskirts of town. Since then, it has been extended to the local airport.

George Foelschow: "The latest Trolley Dodger installment, which included a photo of a South Shore Line train on East LaSalle Avenue in South Bend, reminded me of a watercolor painting I acquired before moving from Chicago in 1978. The artist is David Tutwiler and the painting is dated (19)77. It depicts a similar scene. I thought you may want to share it with Trolley Dodger readers." Thanks, George!

George Foelschow: “The latest Trolley Dodger installment, which included a photo of a South Shore Line train on East LaSalle Avenue in South Bend, reminded me of a watercolor painting I acquired before moving from Chicago in 1978. The artist is David Tutwiler and the painting is dated (19)77. It depicts a similar scene. I thought you may want to share it with Trolley Dodger readers.” Thanks, George!

The same location today.

The same location today.

South Shore Line cars 28 and 19 at the Randolph Street station in downtown Chicago in March 1978. By then, these cars were more than 50 years old and had but a few more years to run. That's the Prudential Building in the background. Since then, this station has been rebuilt and is now underneath Millennium Park.

South Shore Line cars 28 and 19 at the Randolph Street station in downtown Chicago in March 1978. By then, these cars were more than 50 years old and had but a few more years to run. That’s the Prudential Building in the background. Since then, this station has been rebuilt and is now underneath Millennium Park.

This is where the Lehigh Valley Transit’s Liberty Bell Limited interurban cars went up a ramp to an elevated connection with the Philadelphia & Western in Norristown. This photo of car 710 is from 1944. The ramp, a few blocks long, was torn down in 1954. The interurban quit in 1951, which made it superfluous.

This is where the Lehigh Valley Transit’s Liberty Bell Limited interurban cars went up a ramp to an elevated connection with the Philadelphia & Western in Norristown. This photo of car 710 is from 1944. The ramp, a few blocks long, was torn down in 1954. The interurban quit in 1951, which made it superfluous.

As you can see from this current photo of Swede Street in Norristown, the elevated section in the previous picture continued a few blocks from the present terminus of the former P&W, running all the way to the domed building at rear. Once the LVT interurban quit in 1951, it was no longer needed and was torn down a few years later.

As you can see from this current photo of Swede Street in Norristown, the elevated section in the previous picture continued a few blocks from the present terminus of the former P&W, running all the way to the domed building at rear. Once the LVT interurban quit in 1951, it was no longer needed and was torn down a few years later.

An interesting and unusual fate for a Philadelphia PCC-- being turned into an ice cream stand. This picture was taken in 2002. Jeff Marinoff adds, "The Philadelphia PCC car is still at the Trolley Car Diner on Germantown Avenue in Mt. Airy. The car is not a diner, however. The car is an ice cream stand. You don't sit on the car, you walk up to a window and get your order."

An interesting and unusual fate for a Philadelphia PCC– being turned into an ice cream stand. This picture was taken in 2002. Jeff Marinoff adds, “The Philadelphia PCC car is still at the Trolley Car Diner on Germantown Avenue in Mt. Airy. The car is not a diner, however. The car is an ice cream stand. You don’t sit on the car, you walk up to a window and get your order.”

Gwen Deanne writes: "My mother wearing the most fabulous shoes ever, and my brother exercising his "open carry" rights as a youngster bringing a BB gun on the train. This is 100% Chicago, but which station, I don't now. Perhaps you can figure it out. They lived on North Talman at the time, but Nana lived in Wicker Park. They could have been going anywhere. Taken by my Dad. The next brother was born, and not pictured. He may be with Nana, or Auntie Olga." Mike Murray: " That's the Ardmore station of the Chicago, Aurora, & Elgin Railroad, facing east in Villa Park. The station is still there, but the railroad quit passenger service on July 3, 1957. Much of the route is now the Prairie Path. The silver water tower in the distance is the Ovaltine Factory." Here is another picture of the same station: http://www.greatthirdrail.org/stations/main/ardmore.html (Photo from the Gwen Deanne Collection, used by permission)

Gwen Deanne writes: “My mother wearing the most fabulous shoes ever, and my brother exercising his “open carry” rights as a youngster bringing a BB gun on the train. This is 100% Chicago, but which station, I don’t now. Perhaps you can figure it out. They lived on North Talman at the time, but Nana lived in Wicker Park. They could have been going anywhere. Taken by my Dad. The next brother was born, and not pictured. He may be with Nana, or Auntie Olga.” Mike Murray: ” That’s the Ardmore station of the Chicago, Aurora, & Elgin Railroad, facing east in Villa Park. The station is still there, but the railroad quit passenger service on July 3, 1957. Much of the route is now the Prairie Path. The silver water tower in the distance is the Ovaltine Factory.” Here is another picture of the same station:
http://www.greatthirdrail.org/stations/main/ardmore.html (Photo from the Gwen Deanne Collection, used by permission)

This 1955 photo's a bit of a mystery. Could this be Wheaton? William Barber: "Yes, this is Wheaton at the grade crossing immediately east of the depot." Bill Shapotkin: "This pic is Cross St, Wheaton. View looks east."

This 1955 photo’s a bit of a mystery. Could this be Wheaton? William Barber: “Yes, this is Wheaton at the grade crossing immediately east of the depot.” Bill Shapotkin: “This pic is Cross St, Wheaton. View looks east.”

CA&E freight and passenger trains in Elmhurst in this November 5, 1949 view. (Gordon E. Lloyd Photo) Bill Shapotkin: "This pic is just east of Mannhiem Rd. The frt locos are on the CA&E/IHB interchange. While technically near Butterfield Rd, it is nowhere near Roosevelt Rd." (Roosevelt and Butterfield was written on the back of the photo, apparently in error. This was not uncommon when the photographer was from out of town.)

CA&E freight and passenger trains in Elmhurst in this November 5, 1949 view. (Gordon E. Lloyd Photo) Bill Shapotkin: “This pic is just east of Mannhiem Rd. The frt locos are on the CA&E/IHB interchange. While technically near Butterfield Rd, it is nowhere near Roosevelt Rd.” (Roosevelt and Butterfield was written on the back of the photo, apparently in error. This was not uncommon when the photographer was from out of town.)

The CA&E Wheaton Yard. This photo was dated as the 1950s but looks to be earlier.

The CA&E Wheaton Yard. This photo was dated as the 1950s but looks to be earlier.

The CA&E Elgin terminal.

The CA&E Elgin terminal.

The same location as the previous photo, early 1950s.

The same location as the previous photo, early 1950s.

CA&E 405 at Spring Road in Elmhurst. Dig that phone booth.

CA&E 405 at Spring Road in Elmhurst. Dig that phone booth.

CA&E 406, in this 1957 picture, is identified as being at Fifth Avenue in Maywood. Perhaps one of our keen-eyed readers can confirm this. This is either late afternoon or early morning light, which explains why the sky is blue but most everything in the picture is yellow. That's one reason why the CA&E was known as the "Sunset Lines." Bill Shapotkin: "This pic NOT anywhere near Maywood. It is WEST of Hill Ave (aka Glen Oak Rd) in Glen Ellyn. Beyond the bridge is the Glen Oak station. View looks east."

CA&E 406, in this 1957 picture, is identified as being at Fifth Avenue in Maywood. Perhaps one of our keen-eyed readers can confirm this. This is either late afternoon or early morning light, which explains why the sky is blue but most everything in the picture is yellow. That’s one reason why the CA&E was known as the “Sunset Lines.” Bill Shapotkin: “This pic NOT anywhere near Maywood. It is WEST of Hill Ave (aka Glen Oak Rd) in Glen Ellyn. Beyond the bridge is the Glen Oak station. View looks east.”

A CA&E pocket map made by Roy G. Benedict in 1958, when the "Roarin' Elgin" had already abandoned passenger service (except for charters) but was still running freight. Roy mimeographed these and sold them to aspiring railfans. He has made many additional maps since, and has had a successful career in the publishing industry. The Forest Park loop shown at the bottom of this page is where the next picture in this post was taken.

A CA&E pocket map made by Roy G. Benedict in 1958, when the “Roarin’ Elgin” had already abandoned passenger service (except for charters) but was still running freight. Roy mimeographed these and sold them to aspiring railfans. He has made many additional maps since, and has had a successful career in the publishing industry. The Forest Park loop shown at the bottom of this page is where the next picture in this post was taken.

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CA&E 409 and 414 on the turnback loop in Forest Park in 1957.

CA&E 409 and 414 on the turnback loop in Forest Park in 1957.