Five Years (Part One)

You've probably seen "first day of issue" stamp covers before, but this is kind of the opposite. Some railfans mailed these commemorative envelopes to themselves on January 21, 1963, the day the North Shore Line finally passed into history.

You’ve probably seen “first day of issue” stamp covers before, but this is kind of the opposite. Some railfans mailed these commemorative envelopes to themselves on January 21, 1963, the day the North Shore Line finally passed into history.

January 21 has long been a sad day for railfans, as this was when the fabled North Shore Line ran its last interurban train between Chicago and Milwaukee in 1963, truly the end of an era in American transportation history.  To make things worse, that was a bitterly cold day.

But it is also the date when, five years ago, we started this blog.

As we celebrate that event, I thought it would be a good idea to offer a retrospective of some of our favorite images from our first 245 posts. That’s a lot to choose from, so we’re doing this in two installments. If you are a regular reader, no doubt you have your own favorites.  Today’s post covers 2015 and 2016.

We are currently in the middle of our annual fundraiser. Right now, we are only part way to our goal of raising $400 to cover our fees for the coming year. We have already received several contributions, and we thank everyone who has helped to date.

If you would like to see the Trolley Dodger continue for another year, I hope you will consider making a contribution (if you have not yet already done so). There are links at the bottom of this post you can follow, in addition to our usual Online Store.

Any additional funds received, beyond those needed for our goal, will be used to purchase more images for future blog posts.

It’s been a great five years. Thanks for being a part of it. We will be back in a few days with an all-new post.  Part Two of our “Best of” will appear early next month.

-David Sadowski

From 52 Years Ago Today… (January 21, 2015):

Electroliner 801-802 passes Tower 18 on Chicago's Loop.

Electroliner 801-802 passes Tower 18 on Chicago’s Loop.

Line car 606 at the Milwaukee terminal. According to Don's Rail Photos, "606 was built by Cincinnati in January 1923, (order) #2620. In 1963 it became Chicago Transit Authority S-606 and burned in 1978. The remains were sold to the Indiana Transportation Museum."

Line car 606 at the Milwaukee terminal. According to Don’s Rail Photos, “606 was built by Cincinnati in January 1923, (order) #2620. In 1963 it became Chicago Transit Authority S-606 and burned in 1978. The remains were sold to the Indiana Transportation Museum.”

From Chicago Streetcars in Black-and-White (January 23, 2015):

CSL 7001 northbound at State and Washington, 1934. This experimental pre-PCC car transported visitors back and forth to A Century of Progress. Note that there are only three stars on the Chicago flag. The fourth star, symbolizing Fort Dearborn, was added in 1939. (CSL Photo)

CSL 7001 northbound at State and Washington, 1934. This experimental pre-PCC car transported visitors back and forth to A Century of Progress. Note that there are only three stars on the Chicago flag. The fourth star, symbolizing Fort Dearborn, was added in 1939. (CSL Photo)

From CTA’s Westchester Branch – What Might Have Been (January 26, 2015):

I believe we are looking east near Central Avenue, where the Garfield Park line curved around the south end of Columbus Park. This is approximately where the CTA Blue Line goes through the Lotus Tunnel. A small portion of Columbus Park soon gave way to the Congress (now Eisenhower) expressway.

I believe we are looking east near Central Avenue, where the Garfield Park line curved around the south end of Columbus Park. This is approximately where the CTA Blue Line goes through the Lotus Tunnel. A small portion of Columbus Park soon gave way to the Congress (now Eisenhower) expressway.

From The CTA, the CA&E, and “Political Influence” (February 18, 2015):

Brand-new “flat door” cars 6003-6004 are shown to good advantage at the North Water Terminal in 1950. (Clark Equipment Co. Photo)

From Chicago Streetcars In Color (February 22, 2015):

Postwar PCC 7142 pulls into the Clark-Howard loop in the mid-1950s. The white line indicates the swing of the car.

Postwar PCC 7142 pulls into the Clark-Howard loop in the mid-1950s. The white line indicates the swing of the car.

West Chicago Street Railway #4 was pulled out for pictures on May 25, 1958, the occasion of the final fantrip on Chicago's streetcar system.

West Chicago Street Railway #4 was pulled out for pictures on May 25, 1958, the occasion of the final fantrip on Chicago’s streetcar system.

From Chicago Streetcars in Black-and-White, Part 2 (February 28, 2015):

Car 1821 passing under the Sacramento station on the old Garfield Park "L". The curve in the tracks is quite apparent here. (Joe L. Diaz Photo)

Car 1821 passing under the Sacramento station on the old Garfield Park “L”. The curve in the tracks is quite apparent here. (Joe L. Diaz Photo)

From Chicago Streetcars in Color, Part 2 (March 9, 2015):

CTA 4168, on diversion trackage, heads west on Chicago Avenue, near the landmark Montgomery Wards Company Complex.

CTA 4168, on diversion trackage, heads west on Chicago Avenue, near the landmark Montgomery Wards Company Complex.

From Chicago Streetcars in Black-and-White, Part 4 (April 1, 2015):

George Foelschow writes, CSL 2811 "is on page 29 of the Lind book, identified as 134th Street (where it ducks under the Illinois Central tracks)." (Joe L. Diaz Photo)

George Foelschow writes, CSL 2811 “is on page 29 of the Lind book, identified as 134th Street (where it ducks under the Illinois Central tracks).” (Joe L. Diaz Photo)

From Chicago Rapid Transit Mystery Photos – Solved (April 28, 2015):

Image #811, according to Andre Kristopans, shows a "Normal Park shuttle between Harvard Englewood and Stewart Jct – appears inbound." Edward Maurath notes that car "223 was made by Jewett in 1902 for the South Side Line, then known as the ”alley L’."

Image #811, according to Andre Kristopans, shows a “Normal Park shuttle between Harvard Englewood and Stewart Jct – appears inbound.” Edward Maurath notes that car “223 was made by Jewett in 1902 for the South Side Line, then known as the ”alley L’.”

Image #818 shows CTA 6066-6067 at Logan Square terminal, most likely in the early 1950s. (Charles K. Willhoft Photo)

Image #818 shows CTA 6066-6067 at Logan Square terminal, most likely in the early 1950s. (Charles K. Willhoft Photo)

From Electroliner Restoration Update (May 31, 2015):

An Electroliner at the Milwaukee terminal in 1949. (Trolley Dodger Collection - Photographer Unknown)

An Electroliner at the Milwaukee terminal in 1949. (Trolley Dodger Collection – Photographer Unknown)

From Chicago PCC Mystery Photos – Part 1 (June 20, 2015):

M. E. writes, "I am quite surprised that no one identified the location of photo #44. The photographer was on the westbound Englewood L platform at 63rd Place and Halsted, looking north to the heart of Englewood, 63rd and Halsted. The old red car on 63rd St. indicates that this photo was taken before the pre-war PCCs were transferred from Madison to 63rd. When this photo was taken, Englewood was almost certainly the largest commercial district outside the Loop. 63rd and Halsted was the center, but the Halsted business district ran from about 59th to 69th, and the 63rd business district ran from Wentworth west to Ashland. Things that are in this photo: -- The big building on the northeast corner is Sears Roebuck. In the basement was a Hillman's Pure Food grocery store. -- The three-story building on the northwest corner is the Ace department store. As I recall, it was rather dumpy. I distinctly remember all the ceiling fans that provided the only summertime ventilation -- NOT! -- On the southwest corner is S S Kresge, the forerunner of K Mart. Kresge and Woolworth's were 5-and-10-cent (a.k.a. dime) stores. The Kresge store had a doughnut manufacturing line in the windows along 63rd St. They made fresh doughnuts and sold them for 3 cents each. I also remember seeing a lot of store employees, unlike the ensuing K Mart and its ilk. -- See the small newsstand on the southeast corner? I helped an older man sell newspapers there. We sold the morning Tribune and Sun-Times for 4 cents, and the evening Daily News and Herald American for 5 cents. I think the Sunday Sun-Times and Herald American cost 15 cents, and the Trib was 20 cents. The Trib was so much fatter than the other two, it was worth the difference. (The Daily News published its weekend edition on Saturday.) We also sold the Southtown Economist, which today is the Southtown Star. Their printing plant was on Union Ave. (700 West) south of 65th St., not far from 63rd and Halsted. -- North of 63rd along Halsted are two movie theaters. On the east side of Halsted around Englewood Ave. (a.k.a. 62nd Place) is the Ace theater, a small old place. Across the street from the Ace is the Empress, a nicer newer place. Heading east on 63rd from Halsted, there were four more movie theaters. The easternmost was the Southtown Theater, which had a tall spire and an ornate lobby with a pond inhabited by swans. Its parking lot was surrounded by a cement Art Deco-style fence that was about a foot wide and easy to walk atop." Bill Wasik adds, "This appears to be the Christmas shopping season on S. Halsted, going by the display in the Sears/Hillman’s window at the right. If this was taken in 1952, the photo sadly was made only days or weeks before six persons were killed in a fire that destroyed the General Furniture store at 6155 S. Halsted. The huge General Furniture sign can be seen in the distance at the right of this photo." Jeff Wien adds, "Circa 1953, after pre-War PCCs were sent to Cottage Grove and post War PCCs were being sent to SLCC. Red Cars ran the last runs on 63rd Street."

M. E. writes, “I am quite surprised that no one identified the location of photo #44. The photographer was on the westbound Englewood L platform at 63rd Place and Halsted, looking north to the heart of Englewood, 63rd and Halsted. The old red car on 63rd St. indicates that this photo was taken before the pre-war PCCs were transferred from Madison to 63rd.
When this photo was taken, Englewood was almost certainly the largest commercial district outside the Loop. 63rd and Halsted was the center, but the Halsted business district ran from about 59th to 69th, and the 63rd business district ran from Wentworth west to Ashland.
Things that are in this photo:
— The big building on the northeast corner is Sears Roebuck. In the basement was a Hillman’s Pure Food grocery store.
— The three-story building on the northwest corner is the Ace department store. As I recall, it was rather dumpy. I distinctly remember all the ceiling fans that provided the only summertime ventilation — NOT!
— On the southwest corner is S S Kresge, the forerunner of K Mart. Kresge and Woolworth’s were 5-and-10-cent (a.k.a. dime) stores. The Kresge store had a doughnut manufacturing line in the windows along 63rd St. They made fresh doughnuts and sold them for 3 cents each. I also remember seeing a lot of
store employees, unlike the ensuing K Mart and its ilk.
— See the small newsstand on the southeast corner? I helped an older man sell newspapers there. We sold the morning Tribune and Sun-Times for 4 cents, and the evening Daily News and Herald American for 5 cents. I think the Sunday Sun-Times and Herald American cost 15 cents, and the Trib was 20 cents. The Trib was so much fatter than the other two, it was worth the difference. (The Daily News published its weekend edition on Saturday.) We also sold the Southtown
Economist, which today is the Southtown Star. Their printing plant was on Union
Ave. (700 West) south of 65th St., not far from 63rd and Halsted.
— North of 63rd along Halsted are two movie theaters. On the east side of Halsted around Englewood Ave. (a.k.a. 62nd Place) is the Ace theater, a small old place. Across the street from the Ace is the Empress, a nicer newer place. Heading east on 63rd from Halsted, there were four more movie theaters. The easternmost
was the Southtown Theater, which had a tall spire and an ornate lobby with a pond inhabited by swans. Its parking lot was surrounded by a cement Art Deco-style fence that was about a foot wide and easy to walk atop.” Bill Wasik adds, “This appears to be the Christmas shopping season on S. Halsted, going by the display in the Sears/Hillman’s window at the right. If this was taken in 1952, the photo sadly was made only days or weeks before six persons were killed in a fire that destroyed the General Furniture store at 6155 S. Halsted. The huge General Furniture sign can be seen in the distance at the right of this photo.”
Jeff Wien adds, “Circa 1953, after pre-War PCCs were sent to Cottage Grove and post War PCCs were being sent to SLCC. Red Cars ran the last runs on 63rd Street.”

#43 - Len Marcus says, "Westbound on Chicago Avenue turning south onto Halsted Street during Halsted Street reroute for bridge reconstruction on Halsted, north of Chicago Avenue." Bill Wasik adds, "This was a favorite spot for the tin sign brigade, with some rarities on display, especially the one for Nectar Beer." Bill Shapotkin: "A S/B Halsted car turning from W/B Chicago into S/B Halsted. Cars are being detoured due to bridgework on Halsted St. (Approx 40 years later, the Halsted busses would do the same detour for the same work on the same bridge -- damn, some things never change.)"

#43 – Len Marcus says, “Westbound on Chicago Avenue turning south onto Halsted Street during Halsted Street reroute for bridge reconstruction on Halsted, north of Chicago Avenue.” Bill Wasik adds, “This was a favorite spot for the tin sign brigade, with some rarities on display, especially the one for Nectar Beer.” Bill Shapotkin: “A S/B Halsted car turning from W/B Chicago into S/B Halsted. Cars are being detoured due to bridgework on Halsted St. (Approx 40 years later, the Halsted busses would do the same detour for the same work on the same bridge — damn, some things never change.)”

From CA&E Mystery Photos – Part 1 (July 14, 2015):

This picture was taken prior to September 20, 1953, looking east from the old DesPlaines Avenue station. The eastbound CA&E train is about to cross the B&O, a source of many delays. Due to expressway construction in the city, the CA&E stopped running east of here, and a new terminal facility was constructed to the west of this one, where riders could switch to CTA trains for the trip downtown. (Truman Hefner Photo)

This picture was taken prior to September 20, 1953, looking east from the old DesPlaines Avenue station. The eastbound CA&E train is about to cross the B&O, a source of many delays. Due to expressway construction in the city, the CA&E stopped running east of here, and a new terminal facility was constructed to the west of this one, where riders could switch to CTA trains for the trip downtown. (Truman Hefner Photo)

From The CA&E in Black-and-White (July 31, 2015):

#16 - CA&E 453 at Des Plaines Avenue terminal in August 1955. Cars 451-460 were ordered in 1941 but delayed by war. They were built by St. Louis Car Co. in 1945-46 and are considered the last "standard" interurban cars built in the US, although this is a somewhat debatable point.

#16 – CA&E 453 at Des Plaines Avenue terminal in August 1955. Cars 451-460 were ordered in 1941 More LVT Photos & Trolley Dodger Mailbag, 12-14-2015but delayed by war. They were built by St. Louis Car Co. in 1945-46 and are considered the last “standard” interurban cars built in the US, although this is a somewhat debatable point.

From Chicago PCC Updates (August 30, 2015):

A two-car train of "flat door" 6000-series cars at the ground-level Oak Park Avenue station on the Garfield Park "L" in the 1950s. These used PCC technology and were built with all new parts, unlike the later curved door cars that were partly built with parts salvaged from PCC streetcars. The building at rear, located at approximately 814 Harrison Street, is still standing in Oak Park. Sean Hunnicutt adds, "That's 6053-54."

A two-car train of “flat door” 6000-series cars at the ground-level Oak Park Avenue station on the Garfield Park “L” in the 1950s. These used PCC technology and were built with all new parts, unlike the later curved door cars that were partly built with parts salvaged from PCC streetcars. The building at rear, located at approximately 814 Harrison Street, is still standing in Oak Park. Sean Hunnicutt adds, “That’s 6053-54.”

From A North Shore Line Potpourri, Part Two (August 22, 2015):

A two-car (170-709) North Shore Line Chicago Express "at speed" (although most likely moving very slowly) at Fifth and Greenleaf Avenue in Wilmette on the Shore Line Route, October 24, 1948. (Richard H. Young Photo)

A two-car (170-709) North Shore Line Chicago Express “at speed” (although most likely moving very slowly) at Fifth and Greenleaf Avenue in Wilmette on the Shore Line Route, October 24, 1948. (Richard H. Young Photo)

From More Hoosier Traction (September 2, 2015):

Indiana Railroad lightweight high-speed interurban car 63 at Bluffton in 1936. (C. Edward Hedstrom, Sr. Photo) Car 65, a sister to this one, is preserved in operable condition at the Illinois Railway Museum.

Indiana Railroad lightweight high-speed interurban car 63 at Bluffton in 1936. (C. Edward Hedstrom, Sr. Photo) Car 65, a sister to this one, is preserved in operable condition at the Illinois Railway Museum.

From Traction in Milwaukee (September 16, 2015):

Milwaukee Electric car 1121 and an Electroliner near Racine on the 1949 North Shore Line fantrip. Don's Rail Photos adds, "1121 was built by Kuhlman Car in February 1909, #405. It was rebuilt in 1927. It was equipped with GE-207B motors to allow it to pull trailers. In 1949 it was found to have the best wheels, and thus it was selected for the fantrip on the North Shore Line to Green Bay Junction near Rondout. It was also used as a freight motor after the last regular freight motor was wrecked in 1950."

Milwaukee Electric car 1121 and an Electroliner near Racine on the 1949 North Shore Line fantrip. Don’s Rail Photos adds, “1121 was built by Kuhlman Car in February 1909, #405. It was rebuilt in 1927. It was equipped with GE-207B motors to allow it to pull trailers. In 1949 it was found to have the best wheels, and thus it was selected for the fantrip on the North Shore Line to Green Bay Junction near Rondout. It was also used as a freight motor after the last regular freight motor was wrecked in 1950.”

From More Chicago PCC Photos – Part Four (October 12, 2015):

CSL 7001 at the Brill plant in Philadelphia. (Historical Society of Pennsylvania Photo)

CSL 7001 at the Brill plant in Philadelphia. (Historical Society of Pennsylvania Photo)

From More Chicago PCC Photos – Part Six (November 30, 2015):

CSL 7034 eastbound at Madison and Hamlin in July 1937. The tall building at rear is still there. (CSL Photo) Marty Robinson adds, "The tall building is the Midwest Hotel, which housed the studio of WNIB in the attic. I was a program host there in 1957."

CSL 7034 eastbound at Madison and Hamlin in July 1937. The tall building at rear is still there. (CSL Photo) Marty Robinson adds, “The tall building is the Midwest Hotel, which housed the studio of WNIB in the attic. I was a program host there in 1957.”

From More LVT Photos & Trolley Dodger Mailbag, 12-14-2015 (December 14, 2015):

The final meet between two Liberty Bell Limited cars (1006 and 702), late in the night on September 6, 1951. The operators are F. Enters and C. Kistler. This was a press photo and appeared in newspapers. (Gerhard Solomon Photo)

The final meet between two Liberty Bell Limited cars (1006 and 702), late in the night on September 6, 1951. The operators are F. Enters and C. Kistler. This was a press photo and appeared in newspapers. (Gerhard Solomon Photo)

From Attention, Juice Fans! (January 22, 2016):

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)

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)

From Lost and Found (February 12, 2016):

CNS&M 150 in a night scene at Waukegan on January 26, 1962.

CNS&M 150 in a night scene at Waukegan on January 26, 1962.

A snowy view of the 144 in February 1960, less than two years after this car last ran on the streets of Chicago (in a May 1958 fantrip).

A snowy view of the 144 in February 1960, less than two years after this car last ran on the streets of Chicago (in a May 1958 fantrip).

The view looking south towards the Wilmette station on the CNS&M Shore Line Route, which was abandoned in 1955. For a view from the other end of the same station, look here. Northbound trains began street running on Greenleaf Avenue here.

The view looking south towards the Wilmette station on the CNS&M Shore Line Route, which was abandoned in 1955. For a view from the other end of the same station, look here. Northbound trains began street running on Greenleaf Avenue here.

From Chicago Rapid Transit Photos, Part Three (March 23, 2016):

The first train of new 6000s on display at the North Water Street terminal on August 17, 1950. This terminal provided a convenient place to display a train without interfering with regular service.

The first train of new 6000s on display at the North Water Street terminal on August 17, 1950. This terminal provided a convenient place to display a train without interfering with regular service.

CTA 5003 on the Met "L" near Throop Street Shops in 1948. (St. Louis Car Company Photo)

CTA 5003 on the Met “L” near Throop Street Shops in 1948. (St. Louis Car Company Photo)

From More Chicago PCC Photos – Part Eight (April 28, 2016):

Andre Kristopans comments on this 1930s photo: "Look carefully at the shot of 7003 – it is a posed picture. Probably everybody is a CSL engineering department employee. Several things of note: 1) That is not trolley bus overhead. It is two positive wires side by side. Look at the street carefully. That is gauntlet track. Most carbarns had a gauntlet track so there would be fewer switches in the normal running rail. Besides, the TB wire on Pulaski existed as far as Maypole, then turned east into the shops in 1936. 2) Behind is a southbound Kedzie car. 3) Street is way too narrow to be anywhere on Madison. Conclusion – this is on Kedzie in front of Kedzie carhouse, and indeed 7003 is on the yard lead, loading up “dignitaries” for an inspection trip."

Andre Kristopans comments on this 1930s photo: “Look carefully at the shot of 7003 – it is a posed picture. Probably everybody is a CSL engineering department employee. Several things of note:
1) That is not trolley bus overhead. It is two positive wires side by side. Look at the street carefully. That is gauntlet track. Most carbarns had a gauntlet track so there would be fewer switches in the normal running rail. Besides, the TB wire on Pulaski existed as far as Maypole, then turned east into the shops in 1936.
2) Behind is a southbound Kedzie car.
3) Street is way too narrow to be anywhere on Madison.
Conclusion – this is on Kedzie in front of Kedzie carhouse, and indeed 7003 is on the yard lead, loading up “dignitaries” for an inspection trip.”

From Spring Cleaning (May 16, 2016):

A couple of CA&E woods (including 308) head east, approaching the Des Plaines Avenue terminal in April 1957, a few months before abandonment of passenger service. Another CA&E train is in the terminal, while a train of CTA 4000s, including a "baldy" with the blocked-off center door, turns around on a wooden trestle. This arrangement began when the CA&E stopped running downtown in September 1953.

A couple of CA&E woods (including 308) head east, approaching the Des Plaines Avenue terminal in April 1957, a few months before abandonment of passenger service. Another CA&E train is in the terminal, while a train of CTA 4000s, including a “baldy” with the blocked-off center door, turns around on a wooden trestle. This arrangement began when the CA&E stopped running downtown in September 1953.

From Night Beat (June 21, 2016):

Feel the Birn(ey)! After service in Fort Collins ended in 1951, car 26 was sold to the Henry Ford Museum in Dearborn, Michigan. But prior to being put on static display, it operated in a Detroit parade of street railway equipment in August 1953. Don's Rail Photos: "26 was built by American Car Co. in November 1922, #1324 as CERy 7. It was sold as FCM 26 it in 1924. It was sold to Henry Ford Museum and moved to Michigan in 1953 where it is on static display. It was operated several times on the trackage of the Department of Street Railways." (C. Edward Hedstrom Photo) To read more about 26's Michigan sojourn, click here.

Feel the Birn(ey)! After service in Fort Collins ended in 1951, car 26 was sold to the Henry Ford Museum in Dearborn, Michigan. But prior to being put on static display, it operated in a Detroit parade of street railway equipment in August 1953. Don’s Rail Photos: “26 was built by American Car Co. in November 1922, #1324 as CERy 7. It was sold as FCM 26 it in 1924. It was sold to Henry Ford Museum and moved to Michigan in 1953 where it is on static display. It was operated several times on the trackage of the Department of Street Railways.” (C. Edward Hedstrom Photo) To read more about 26’s Michigan sojourn, click here.

In this classic July 1963 shot, South Shore Line car 25 is parked at the east end of the line in downtown South Bend, across from the Hotel LaSalle. Service was cut back to Bendix at the outskirts of town in 1970, and later extended to the local airport. Don's Rail Photos adds, "25 was built by Pullman in 1927. It was lengthened and air conditioned, and got picture windows in 1947."

In this classic July 1963 shot, South Shore Line car 25 is parked at the east end of the line in downtown South Bend, across from the Hotel LaSalle. Service was cut back to Bendix at the outskirts of town in 1970, and later extended to the local airport. Don’s Rail Photos adds, “25 was built by Pullman in 1927. It was lengthened and air conditioned, and got picture windows in 1947.”

From More Mystery Photos (July 29, 2016):

MBTA (Boston) PCC 3147 at an unidentified location in October 1966. Could this be the old Braves Field loop? Tunnelstation writes:"The Boston PCC picture is located at the end of the “C” line near the Chestnut Hill Reservoir off Beacon Street. The scene is the exit from the Reservoir Car yard out to the street which also serves as the end of the line return loop going to Downtown Boston. That is one of the oldest continuous running trolley lines in America and is still in service today using cars built in Japan." Beacon Street is the MBTA Green Line "C" branch.

MBTA (Boston) PCC 3147 at an unidentified location in October 1966. Could this be the old Braves Field loop? Tunnelstation writes:”The Boston PCC picture is located at the end of the “C” line near the Chestnut Hill Reservoir off Beacon Street. The scene is the exit from the Reservoir Car yard out to the street which also serves as the end of the line return loop going to Downtown Boston. That is one of the oldest continuous running trolley lines in America and is still in service today using cars built in Japan.” Beacon Street is the MBTA Green Line “C” branch.

From Some Thoughts on “Displaced” (August 30, 2016):

Originally, I thought this early 1960s night shot showed a CTA single-car unit in the 1-50 series, and those cars were used on the Congress-Douglas-Milwaukee line. But as Andre Kristopans has pointed out, the doors on those cars were closer to the ends than this one, which he identifies as being part of the 6511-6720 series. It just looks like there's one car, since the other "married pair" behind it is not illuminated. This picture was most likely taken at the end of the line at DesPlaines Avenue.

Originally, I thought this early 1960s night shot showed a CTA single-car unit in the 1-50 series, and those cars were used on the Congress-Douglas-Milwaukee line. But as Andre Kristopans has pointed out, the doors on those cars were closer to the ends than this one, which he identifies as being part of the 6511-6720 series. It just looks like there’s one car, since the other “married pair” behind it is not illuminated. This picture was most likely taken at the end of the line at DesPlaines Avenue.

From Red Arrow in West Chester (September 13, 2016):

Red Arrow Cars 14 and 15 at the West Chester end of the line on June 6, 1954.

Red Arrow Cars 14 and 15 at the West Chester end of the line on June 6, 1954.

From Chicago Rapid Transit Photos, Part Four (September 20, 2016):

Here is an example where even the CTA got it wrong with this caption, taken from a 1950s employee publication. This is not the center median strip for the Congress Expressway. It actually shows the CTA temporary right-of-way on Van Buren under construction circa 1952. The grade level had to be lowered at this point in order to clear the C&NW/PRR tracks, and this was done in the middle of the street, leaving only a small lane for other traffic to the north. There was also a small lane to the south, presumably to provide easy access to the construction site on both sides of the tracks. The railroad bridge was retained and is still in use today, but new supports were built under the south portion, as you will see in contemporary pictures. The actual expressway median at this point is located right where the Garfield Park "L" structure is at left. That is why it was necessary to build a temporary alignment for about 2.5 miles of the route. We are looking west.

Here is an example where even the CTA got it wrong with this caption, taken from a 1950s employee publication. This is not the center median strip for the Congress Expressway. It actually shows the CTA temporary right-of-way on Van Buren under construction circa 1952. The grade level had to be lowered at this point in order to clear the C&NW/PRR tracks, and this was done in the middle of the street, leaving only a small lane for other traffic to the north. There was also a small lane to the south, presumably to provide easy access to the construction site on both sides of the tracks. The railroad bridge was retained and is still in use today, but new supports were built under the south portion, as you will see in contemporary pictures. The actual expressway median at this point is located right where the Garfield Park “L” structure is at left. That is why it was necessary to build a temporary alignment for about 2.5 miles of the route. We are looking west.

From Chicago Rapid Transit Photos, Part Five (September 26, 2016):

Here, we have a difference of opinion. George Trapp: "2 car train on single track is probably circa 1938-1943 as the 4000 series is in Brown/Orange. Believe location is Emerson St. and bridge is being installed where none existed before." On the other hand, Brian M. Hicks says that this view "is from Central St. looking North. The 2700 Hampton Pkwy apartments can be seen in the background (1930-31)." (Allen T. Zagel Photo, George Trapp Collection) Andre Kristopans: "The shot at Central Street shows construction of the North Shore Channel underway. The embankment is being dug away and the big bridge will soon be going in."

Here, we have a difference of opinion. George Trapp: “2 car train on single track is probably circa 1938-1943 as the 4000 series is in Brown/Orange. Believe location is Emerson St. and bridge is being installed where none existed before.” On the other hand, Brian M. Hicks says that this view “is from Central St. looking North. The 2700 Hampton Pkwy apartments can be seen in the background (1930-31).” (Allen T. Zagel Photo, George Trapp Collection) Andre Kristopans: “The shot at Central Street shows construction of the North Shore Channel underway. The embankment is being dug away and the big bridge will soon be going in.”

From Chicago Rapid Transit Photos, Part Six (October 3, 2016):

This picture was taken at Wells and Van Buren, and shows the old connection between the Met lines and the Loop. The Insurance Exchange building is at right. In 1955, this connection was replaced by one that went right through the old Wells Street Terminal, last used by CA&E trains in 1953 (and CTA in 1951). The terminal can be seen in this picture on the left hand side, where there is a walkway connecting it to the Quincy and Wells station. Once the Congress median line opened in 1958, no such connections were needed, and they were removed by 1964. (Joe L. Diaz Photo, George Trapp Collection)

This picture was taken at Wells and Van Buren, and shows the old connection between the Met lines and the Loop. The Insurance Exchange building is at right. In 1955, this connection was replaced by one that went right through the old Wells Street Terminal, last used by CA&E trains in 1953 (and CTA in 1951). The terminal can be seen in this picture on the left hand side, where there is a walkway connecting it to the Quincy and Wells station. Once the Congress median line opened in 1958, no such connections were needed, and they were removed by 1964. (Joe L. Diaz Photo, George Trapp Collection)

From Chicago Streetcars in Color, Part Four (October 26, 2016):

CSL 1786 under the Lake Street "L" on November 23, 1952. Note the Chicago Motor Coach yard at right. CMC's assets had been purchased by CTA a few months earlier, and were gradually being integrated into regular CTA operations. Bill Shapotkin adds, "This pic is actually at Lake/Kenton (not Cicero). The car is E/B. This is the only such photo I have ever seen at this location."

CSL 1786 under the Lake Street “L” on November 23, 1952. Note the Chicago Motor Coach yard at right. CMC’s assets had been purchased by CTA a few months earlier, and were gradually being integrated into regular CTA operations. Bill Shapotkin adds, “This pic is actually at Lake/Kenton (not Cicero). The car is E/B. This is the only such photo I have ever seen at this location.”

From Chicago Rapid Transit Photos, Part Eight (November 16, 2016):

CTA high-speeds 3 and 4 at Kimball on the Ravenswood in 1961. (Pete Busack Photo, George Trapp Collection)

CTA high-speeds 3 and 4 at Kimball on the Ravenswood in 1961. (Pete Busack Photo, George Trapp Collection)

From Recent Finds (December 2, 2016):

The experimental CSL Brill-built pre-PCC 7001 as it appeared at 77th and Vincennes on September 10, 1959, shortly before it was scrapped. (Clark Frazier Photo)

The experimental CSL Brill-built pre-PCC 7001 as it appeared at 77th and Vincennes on September 10, 1959, shortly before it was scrapped. (Clark Frazier Photo)

From Under Our Tree (December 27, 2016):

I have wondered for some time where this picture of CTA 4389 was taken. I had a gut feeling it was somewhere on the south side. Turns out, this is Wentworth and 59th. There is a picture taken at this location on page 217 of CERA B-146. All the buildings on the left are gone now, as this is where the Dan Ryan expressway now runs. As for the date, that truck appears to have a 1955 Illinois license plate. M. E. writes: "When compared with the photo on p. 217 of B-146, this is indeed 59th and Wentworth. What confuses me is the trackage turning from westbound 59th onto southbound Wentworth. Lind says the 59th St. streetcar line converted to bus in 1948. So my guess is that the CTA wanted to keep trackage open on 59th between Wentworth and State St., and the CTA built the turning trackage at Wentworth after 59th went to bus."

I have wondered for some time where this picture of CTA 4389 was taken. I had a gut feeling it was somewhere on the south side. Turns out, this is Wentworth and 59th. There is a picture taken at this location on page 217 of CERA B-146. All the buildings on the left are gone now, as this is where the Dan Ryan expressway now runs. As for the date, that truck appears to have a 1955 Illinois license plate. M. E. writes: “When compared with the photo on p. 217 of B-146, this is indeed 59th and Wentworth. What confuses me is the trackage turning from westbound 59th onto southbound Wentworth. Lind says the 59th St. streetcar line converted to bus in 1948. So my guess is that the CTA wanted to keep trackage open on 59th between Wentworth and State St., and the CTA built the turning trackage at Wentworth after 59th went to bus.”

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 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.
For Shipping to US Addresses:

For Shipping to Canada:

For Shipping Elsewhere:

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

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Chicago Rapid Transit Photos, Part Four

CRT/CTA Met car 2865, a Douglas Park local on the Loop "L". (George Trapp Collection)

CRT/CTA Met car 2865, a Douglas Park local on the Loop “L”. (George Trapp Collection)

Today, we offer a generous selection of Chicago rapid transit photos, mainly from the collections of George Trapp. We thank him for his continued generosity in sharing these with our readers.

There will be additional installments in this series. Here, we have concentrated on the Garfield Park and Westchester branches. We have supplemented George Trapp’s photos with a few from our own collections.

As always, if you have anything interesting to add to the discussion, you can either leave a comment here on this post, or contact us directly at:

thetrolleydodger@gmail.com

Thanks.

-David Sadowski

PS- To find earlier posts in our series, just type “Chicago rapid transit” in the search window at the top of the page. We featured many additional pictures of the Westchester branch in a previous post.


Here, we have the old four-track Canal Street station on the Met "L" main line, which served Union Station. We are looking east. The tracks took a jog slightly to the north at this point. Behind the station, tracks continued straight east to the old Wells Street terminal, with a separate connection to the Loop "L". This station continued in use until June 22, 1958 and therefore was not affected by expressway construction. (Allen T. Zagel Photo, George Trapp Collection)

Here, we have the old four-track Canal Street station on the Met “L” main line, which served Union Station. We are looking east. The tracks took a jog slightly to the north at this point. Behind the station, tracks continued straight east to the old Wells Street terminal, with a separate connection to the Loop “L”. This station continued in use until June 22, 1958 and therefore was not affected by expressway construction. (Allen T. Zagel Photo, George Trapp Collection)

We are at the east end of the Van Buren trackage, which connected to the old "L" structure at Aberdeen (1100 W.). That is the Racine station at left. Service on a portion of the old "L" would have continued until the Spring 1954, until a new connection was built to allow Douglas Park trains to access the Loop via the Lake Street "L". We are looking west. This area is now occupied by the Eisenhower Expressway. (Allen T. Zagel Photo, George Trapp Collection)

We are at the east end of the Van Buren trackage, which connected to the old “L” structure at Aberdeen (1100 W.). That is the Racine station at left. Service on a portion of the old “L” would have continued until the Spring 1954, until a new connection was built to allow Douglas Park trains to access the Loop via the Lake Street “L”. We are looking west. This area is now occupied by the Eisenhower Expressway. (Allen T. Zagel Photo, George Trapp Collection)

A mid-1950s view of the CTA's Van Buren Street temporary alignment. We are facing west, most likely at Racine (1200 W.). The signals at each intersection made trains come to a complete stop before crossing. That may be a 1956 Chevrolet at right. (George Trapp Collection)

A mid-1950s view of the CTA’s Van Buren Street temporary alignment. We are facing west, most likely at Racine (1200 W.). The signals at each intersection made trains come to a complete stop before crossing. That may be a 1956 Chevrolet at right. (George Trapp Collection)

In the mid-1950s, a two-car train of flat door 6000s heads west at Paulina (1700 W.), about to cross under tracks now used by the CTA's Pink Line. The building with the tower is located at 333 S. Ashland. (Allen T. Zagel Photo, George Trapp Collection)

In the mid-1950s, a two-car train of flat door 6000s heads west at Paulina (1700 W.), about to cross under tracks now used by the CTA’s Pink Line. The building with the tower is located at 333 S. Ashland. (Allen T. Zagel Photo, George Trapp Collection)

Workers United Hall at 333 S. Ashland Avenue, was built in 1928, and designed by Walter Ahlschlager. Home of the Chicago Joint Board of the Amalgamated Clothing Workers of America, which became part of a growing group of other labor organizations who established offices in the neighborhood, known as Union Row.

Workers United Hall at 333 S. Ashland Avenue, was built in 1928, and designed by Walter Ahlschlager. Home of the Chicago Joint Board of the Amalgamated Clothing Workers of America, which became part of a growing group of other labor organizations who established offices in the neighborhood, known as Union Row.  The building became, and remained, the most prominent union hall structure in the area, which grew to include over 30 labor unions and locals by the 1950s.

Marshfield Junction, looking east. The Logan Square/Humboldt Park, Garfield Park, and Douglas Park branches converged here onto the Met main line. (George Trapp Collection)

Marshfield Junction, looking east. The Logan Square/Humboldt Park, Garfield Park, and Douglas Park branches converged here onto the Met main line. (George Trapp Collection)

This is a Logan Square branch station along Paulina Street, looking north. It cannot be Marshfield, since the tracks went off from that point via a curve. In the background, we see the bridge over the Milwaukee Road and Chicago & North Western tracks. This bridge is still there, used for signals. The old Lake Transfer station is just south of the bridge. Therefore, by a process of elimination, I'd say this is most likely the old Madison Street station. There is no station at this location now (although some would like to see one built, to serve the nearby United Center), but the tracks are still in place for use by the CTA Pink Line. (George Trapp Collection)

This is a Logan Square branch station along Paulina Street, looking north. It cannot be Marshfield, since the tracks went off from that point via a curve. In the background, we see the bridge over the Milwaukee Road and Chicago & North Western tracks. This bridge is still there, used for signals. The old Lake Transfer station is just south of the bridge. Therefore, by a process of elimination, I’d say this is most likely the old Madison Street station. There is no station at this location now (although some would like to see one built, to serve the nearby United Center), but the tracks are still in place for use by the CTA Pink Line. (George Trapp Collection)

A blow-up of the previous picture shows Lake Transfer station in the distance. This is where the Met "L" along Paulina crossed over the Lake Street line, before continuing north over the bridge shown in the background. The tracks north of Lake were removed in 1964, but the bridge was kept in place for use by signals on the Milwaukee Road and C&NW tracks below. (George Trapp Collection)

A blow-up of the previous picture shows Lake Transfer station in the distance. This is where the Met “L” along Paulina crossed over the Lake Street line, before continuing north over the bridge shown in the background. The tracks north of Lake were removed in 1964, but the bridge was kept in place for use by signals on the Milwaukee Road and C&NW tracks below. (George Trapp Collection)

The same bridge today.

The same bridge today.

This map shows how the Douglas Park "L" was rerouted as of April 4, 1954. The old routing brought trains into the Loop via the Mat main line (Garfield branch on this map). In September 1953, the Garfield trains themselves were using a 2.5m temporary right-of-way in the south half of Van Buren Street. In order to facilitate the removal of that portion of "L" structure that remained between Paulina and Racine, a new north-south span was built crossing the expressway footprint (there should be a straight line on this map, but there isn't), allowing Douglas trains to continue north along Paulina, to a new connection with the Lake Street "L". That was a connection which had not previously existed, since previously the only service on these tracks (Logan Square and Humboldt Park trains, which stopped using these tracks in February 1951) crossed over the Lake Street "L". As it turns out, this is the same route now followed by today's CTA Pink Line (which replaced Douglas) after a hiatus of more than 50 years.

This map shows how the Douglas Park “L” was rerouted as of April 4, 1954. The old routing brought trains into the Loop via the Mat main line (Garfield branch on this map). In September 1953, the Garfield trains themselves were using a 2.5m temporary right-of-way in the south half of Van Buren Street. In order to facilitate the removal of that portion of “L” structure that remained between Paulina and Racine, a new north-south span was built crossing the expressway footprint (there should be a straight line on this map, but there isn’t), allowing Douglas trains to continue north along Paulina, to a new connection with the Lake Street “L”. That was a connection which had not previously existed, since previously the only service on these tracks (Logan Square and Humboldt Park trains, which stopped using these tracks in February 1951) crossed over the Lake Street “L”. As it turns out, this is the same route now followed by today’s CTA Pink Line (which replaced Douglas) after a hiatus of more than 50 years.

This 1954 picture, taken from Marshfield Junction, shows the Douglas Park "L" in transition. The 6000s in the foreground are on the old Met "L" alignment, while the train in the background is on a new portion of structure, allowing a direct connection to the Logan Square portion to the north. In turn, a new connection was built allowing Douglas trains to proceed downtown over the Lake Street "L", which is the alignment now used once again by today's CTA Pink Line. Andre Kristopans: "In the shot of old and new at Marshfield Jct, the 6000 is a regular Douglas train, while the woods on the connector are a work train. There was never service simultaneously on both routings."

This 1954 picture, taken from Marshfield Junction, shows the Douglas Park “L” in transition. The 6000s in the foreground are on the old Met “L” alignment, while the train in the background is on a new portion of structure, allowing a direct connection to the Logan Square portion to the north. In turn, a new connection was built allowing Douglas trains to proceed downtown over the Lake Street “L”, which is the alignment now used once again by today’s CTA Pink Line. Andre Kristopans: “In the shot of old and new at Marshfield Jct, the 6000 is a regular Douglas train, while the woods on the connector are a work train. There was never service simultaneously on both routings.”

A Douglas Park train crosses the Van Buren right-of-way near Paulina (1700 W.). We are facing east. This may be circa 1954, as the old "L" structure is still in place east of here. It could not be torn down as long as Douglas Park trains needed it to access the Loop. Notice how one of the Garfield tracks makes a dog-leg around the "L" supports. Sean Hunnicutt adds, "this is 6001-6002."

A Douglas Park train crosses the Van Buren right-of-way near Paulina (1700 W.). We are facing east. This may be circa 1954, as the old “L” structure is still in place east of here. It could not be torn down as long as Douglas Park trains needed it to access the Loop. Notice how one of the Garfield tracks makes a dog-leg around the “L” supports. Sean Hunnicutt adds, “this is 6001-6002.”

A current view. The Paulina Connector has been rebuilt and is now part of today's Pink Line.

A current view. The Paulina Connector has been rebuilt and is now part of today’s Pink Line.

Here is an example where even the CTA got it wrong with this caption, taken from a 1950s employee publication. This is not the center median strip for the Congress Expressway. It actually shows the CTA temporary right-of-way on Van Buren under construction circa 1952. The grade level had to be lowered at this point in order to clear the C&NW/PRR tracks, and this was done in the middle of the street, leaving only a small lane for other traffic to the north. There was also a small lane to the south, presumably to provide easy access to the construction site on both sides of the tracks. The railroad bridge was retained and is still in use today, but new supports were built under the south portion, as you will see in contemporary pictures. The actual expressway median at this point is located where the Garfield Park "L" structure is at left. That is why it was necessary to build a temporary alignment for about 2.5 miles of the route. We are looking west.

Here is an example where even the CTA got it wrong with this caption, taken from a 1950s employee publication. This is not the center median strip for the Congress Expressway. It actually shows the CTA temporary right-of-way on Van Buren under construction circa 1952. The grade level had to be lowered at this point in order to clear the C&NW/PRR tracks, and this was done in the middle of the street, leaving only a small lane for other traffic to the north. There was also a small lane to the south, presumably to provide easy access to the construction site on both sides of the tracks. The railroad bridge was retained and is still in use today, but new supports were built under the south portion, as you will see in contemporary pictures. The actual expressway median at this point is located where the Garfield Park “L” structure is at left. That is why it was necessary to build a temporary alignment for about 2.5 miles of the route. We are looking west.

The Van Buren trackage at Rockwell, showing the underpass trains used to clear the C&NW/PRR trackage. Notice how here, the CTA tracks are in the middle of Van Buren, instead of simply taking up the south half. This permitted a narrow lane on each side of the "L". To the south, this allowed construction workers access to both sides of the railroad embankment. We are looking east. (George Trapp Collection)

The Van Buren trackage at Rockwell, showing the underpass trains used to clear the C&NW/PRR trackage. Notice how here, the CTA tracks are in the middle of Van Buren, instead of simply taking up the south half. This permitted a narrow lane on each side of the “L”. To the south, this allowed construction workers access to both sides of the railroad embankment. We are looking east. (George Trapp Collection)

The same location today.

The same location today.

A close-up of the railroad bridge at about 2600 W. Van Buren, showing how the supports on one side had to be replaced.

A close-up of the railroad bridge at about 2600 W. Van Buren, showing how the supports on one side had to be replaced.

This September 1953 view of the new Van Buren trackage looks east from (I think) California Avenue (2800 W.). The photo caption reads, "CTA Elevated tracks on surface (due to) construction (of the) Congress St. expressway. At time of photo trains still using El structure at right of picture."

This September 1953 view of the new Van Buren trackage looks east from (I think) California Avenue (2800 W.). The photo caption reads, “CTA Elevated tracks on surface (due to) construction (of the) Congress St. expressway. At time of photo trains still using El structure at right of picture.”

I am not sure why the motorman of this 1951 train of CA&E woods is gesturing. Perhaps he is waving at the photographers below. My guess is this picture was taken at the Sacramento curve. If this was the Halsted curve, I would expect the buildings to be larger.

I am not sure why the motorman of this 1951 train of CA&E woods is gesturing. Perhaps he is waving at the photographers below. My guess is this picture was taken at the Sacramento curve. If this was the Halsted curve, I would expect the buildings to be larger.

In this late 1950s photo, we see the Garfield Park "L" crossing the Congress Expressway at Sacramento. We are looking to the south. The "L" continued to use the old alignment in those places where it was not directly in the expressway footprint. Between Sacramento (3000 W.) and Kostner (4400 W.), the "L" actually ran to the south of the expressway. At Kostner, the "L" again crossed the highway, this time at an angle, taking it to the north. North of this picture location would have been the Sacramento curve and a ramp connection to the Van Buren trackage. Andre Kristopans adds, "The shot at Sacramento also shows how different things were then. Note there are pilings holding up the L structure BETWEEN expressway lanes. You couldn’t imagine doing that today, but in the 1950’s there was much more of a tendency to say if you weren’t watching and hit something, it was your fault, not the fault of what you hit." (George Trapp Collection)

In this late 1950s photo, we see the Garfield Park “L” crossing the Congress Expressway at Sacramento. We are looking to the south. The “L” continued to use the old alignment in those places where it was not directly in the expressway footprint. Between Sacramento (3000 W.) and Kostner (4400 W.), the “L” actually ran to the south of the expressway. At Kostner, the “L” again crossed the highway, this time at an angle, taking it to the north. North of this picture location would have been the Sacramento curve and a ramp connection to the Van Buren trackage. Andre Kristopans adds, “The shot at Sacramento also shows how different things were then. Note there are pilings holding up the L structure BETWEEN expressway lanes. You couldn’t imagine doing that today, but in the 1950’s there was much more of a tendency to say if you weren’t watching and hit something, it was your fault, not the fault of what you hit.” (George Trapp Collection)

No, these two cars are not going downhill. But if you level out the picture, you can't see the sign identifying this as the Pulaski Road station on the Garfield Park "L". Based on the sign on this car, I would say the train is heading west. (Joe L. Diaz Photo, George Trapp Collection)

No, these two cars are not going downhill. But if you level out the picture, you can’t see the sign identifying this as the Pulaski Road station on the Garfield Park “L”. Based on the sign on this car, I would say the train is heading west. (Joe L. Diaz Photo, George Trapp Collection)

Now we are on the level. (Joe L. Diaz Photo, George Trapp Collection)

Now we are on the level. (Joe L. Diaz Photo, George Trapp Collection)

I don't know the exact location of this westbound Garfield Park train. But my gut instinct is this was taken at the same general location as the previous photo, which would make it the east end of the Pulaski station. (Joe L. Diaz Photo, George Trapp Collection)

I don’t know the exact location of this westbound Garfield Park train. But my gut instinct is this was taken at the same general location as the previous photo, which would make it the east end of the Pulaski station. (Joe L. Diaz Photo, George Trapp Collection)

CRT 4318 and 2190, running in express service along the Garfield Park "L". Not sure which station this is. (Joe L. Diaz Photo, George Trapp Collection)

CRT 4318 and 2190, running in express service along the Garfield Park “L”. Not sure which station this is. (Joe L. Diaz Photo, George Trapp Collection)

A view of the Laramie Yard, looking east from the walkway that allowed you to cross over between platforms. Much of this area is now occupied by Michelle Clark Magnet High School, and the area to the right of the picture is taken up by the Eisenhower (formerly Congress) Expressway. Note one of the four "Doodlebugs" in the yard. (Allen T. Zagel Photo, George Trapp Ciollection)

A view of the Laramie Yard, looking east from the walkway that allowed you to cross over between platforms. Much of this area is now occupied by Michelle Clark Magnet High School, and the area to the right of the picture is taken up by the Eisenhower (formerly Congress) Expressway. Note one of the four “Doodlebugs” in the yard. (Allen T. Zagel Photo, George Trapp Ciollection)

You hardly ever see any pictures of the ramp that brought the Garfield line from grade level to the "L" structure between Laramie and Cicero. This is an enlargement of the previous picture. (Allen T. Zagel Photo, George Trapp Ciollection)

You hardly ever see any pictures of the ramp that brought the Garfield line from grade level to the “L” structure between Laramie and Cicero. This is an enlargement of the previous picture. (Allen T. Zagel Photo, George Trapp Ciollection)

The old ground-level Laramie station on the Garfield Park "L". The woman on the platform may be using the scale (shown in another picture taken at this station) to weigh herself. These generally cost a penny. On some of these, if you could successfully guess your weight, you got your penny back. We are looking east. The "L" went up a ramp from here to reach the Cicero station. The water tank at right shows up in a lot of these pictures, and is often useful in telling which way we are facing. (Allen T. Zagel Photo, George Trapp Collection)

The old ground-level Laramie station on the Garfield Park “L”. The woman on the platform may be using the scale (shown in another picture taken at this station) to weigh herself. These generally cost a penny. On some of these, if you could successfully guess your weight, you got your penny back. We are looking east. The “L” went up a ramp from here to reach the Cicero station. The water tank at right shows up in a lot of these pictures, and is often useful in telling which way we are facing. (Allen T. Zagel Photo, George Trapp Collection)

An enlargement of the previous photo. Is this the same penny scale shown on the platform in the next picture?

An enlargement of the previous photo. Is this the same penny scale shown on the platform in the next picture?

CRT 2896 is westbound at Laramie. You can plainly see the penny scale on the platform. (Joe L. Diaz Photo, George Trapp Collection)

CRT 2896 is westbound at Laramie. You can plainly see the penny scale on the platform. (Joe L. Diaz Photo, George Trapp Collection)

CRT 2721was a tool car, shown here at the Laramie Yards on the Garfield Park branch. According to Don's Rail Photos, "2701 thru 2756 were built by Barney & Smith in 1895 as M-WSER 701 thru 756. In 1913 they were renumbered 2701 thru 2756 and in 1923 they became CRT 2701 thru 2756. 2721 was rebuilt in 1921." (George Trapp Collection)

CRT 2721was a tool car, shown here at the Laramie Yards on the Garfield Park branch. According to Don’s Rail Photos, “2701 thru 2756 were built by Barney & Smith in 1895 as M-WSER 701 thru 756. In 1913 they were renumbered 2701 thru 2756 and in 1923 they became CRT 2701 thru 2756. 2721 was rebuilt in 1921.” (George Trapp Collection)

At first, I had difficulty determining this location, but soon figured out that the station at rear is Laramie on the old Garfield Park "L". I believe we are looking east from Lockwood, where there was a grade crossing. The bulk of the yard was to the east of Laramie, although there were storage tracks for some cars west of Laramie, such as a small area that was once used for mid-day storage of CA&E trains. On the left of the picture, we see CTA buses along Harrison, and the gas station was located at the intersection of Harrison and Laramie. The Eisenhower Expressway is now to the right of this picture. The growth along some of these tracks would seem to indicate they were not being used much for storage by the time this picture was taken in the 1950s. (Allen T. Zagel Photo, George Trapp Collection)

At first, I had difficulty determining this location, but soon figured out that the station at rear is Laramie on the old Garfield Park “L”. I believe we are looking east from Lockwood, where there was a grade crossing. The bulk of the yard was to the east of Laramie, although there were storage tracks for some cars west of Laramie, such as a small area that was once used for mid-day storage of CA&E trains. On the left of the picture, we see CTA buses along Harrison, and the gas station was located at the intersection of Harrison and Laramie. The Eisenhower Expressway is now to the right of this picture. The growth along some of these tracks would seem to indicate they were not being used much for storage by the time this picture was taken in the 1950s. (Allen T. Zagel Photo, George Trapp Collection)

A close-up of the previous picture, showing the intersection of Laramie and Harrison. (Allen T. Zagel Photo, George Trapp Collection)

A close-up of the previous picture, showing the intersection of Laramie and Harrison. (Allen T. Zagel Photo, George Trapp Collection)

Laramie and Harrison today. We are looking north.

Laramie and Harrison today. We are looking north.

I believe this photo shows the view looking west from Oak Park Avenue along the old Garfield Park "L". The B&OCT tracks were to the south of the "L", and we can even see a steam locomotive on a siding in the distance, serving businesses to the south. The eastbound and westbound "L" platforms here were on different sides of Oak Park Avenue. In the distance, we can see the next station west at Home Avenue. This is now the location of the Eisenhower Expressway, and all these tracks are now on the south side of the highway at this location, in an open cut. The only freight siding still in use along here is the Ferrara Pan Candy Company in Forest Park, about a mile west of here. (George Trapp Collection)

I believe this photo shows the view looking west from Oak Park Avenue along the old Garfield Park “L”. The B&OCT tracks were to the south of the “L”, and we can even see a steam locomotive on a siding in the distance, serving businesses to the south. The eastbound and westbound “L” platforms here were on different sides of Oak Park Avenue. In the distance, we can see the next station west at Home Avenue. This is now the location of the Eisenhower Expressway, and all these tracks are now on the south side of the highway at this location, in an open cut. The only freight siding still in use along here is the Ferrara Pan Candy Company in Forest Park, about a mile west of here. (George Trapp Collection)

A close-up of the previous picture, showing a steam locomotive coming off a siding on the B&OCT. (George Trapp Collection)

A close-up of the previous picture, showing a steam locomotive coming off a siding on the B&OCT. (George Trapp Collection)

There isn't a lot of freight traffic on the B&OCT these days, but I did catch this short train near the Oak Park CTA station on June 30, 2016.

There isn’t a lot of freight traffic on the B&OCT these days, but I did catch this short train near the Oak Park CTA station on June 30, 2016.

(Photo by David Sadowski)

(Photo by David Sadowski)

The CTA's Garfield Park "L" trains crossed the B&OCT freight tracks at grade between Harlem Avenue and DesPlaines in Forest Park. We are looking west, and the large "gas holder" tank at left was a local landmark for many years. Now, these tracks are grade separated along the Eisenhower Expressway right-of-way. (Allen T. Zagel Photo, George Trapp Collection) Sean Hunnicutt adds, "Cars 6227-6228."

The CTA’s Garfield Park “L” trains crossed the B&OCT freight tracks at grade between Harlem Avenue and DesPlaines in Forest Park. We are looking west, and the large “gas holder” tank at left was a local landmark for many years. Now, these tracks are grade separated along the Eisenhower Expressway right-of-way. (Allen T. Zagel Photo, George Trapp Collection) Sean Hunnicutt adds, “Cars 6227-6228.”

The CTA Blue Line and B&OCT cross each other today at more or less the same location they did before the expressway was built, but their tracks are grade separated. The CTA goes under the freight line, then up a ramp to cross over the highway and DesPlaines Avenue before reaching the terminal.

The CTA Blue Line and B&OCT cross each other today at more or less the same location they did before the expressway was built, but their tracks are grade separated. The CTA goes under the freight line, then up a ramp to cross over the highway and DesPlaines Avenue before reaching the terminal.

This photo shows an eastbound two-car Met "L" train at the old DesPlaines Avenue station, which was actually owned by the Chicago, Aurora & Elgin. The station was on the east side of the street, in an area now occupied by the Eisenhower Expressway. (George Trapp Collection)

This photo shows an eastbound two-car Met “L” train at the old DesPlaines Avenue station, which was actually owned by the Chicago, Aurora & Elgin. The station was on the east side of the street, in an area now occupied by the Eisenhower Expressway. (George Trapp Collection)

More or less the same location today. The old DesPlaines station would be somewhere in today's highway, off to the right. Today's Blue Line crosses the highway and goes off a bit to the north to its present-day terminal. West of here, the expressway crosses over the DesPlaines River using an expanded version of the old Chicago, Aurora & Elgin interurban right-of-way. As part of construction, the CA&E trackage was moved slightly to the north, and work was completed by 1959 but the new tracks were never used.

More or less the same location today. The old DesPlaines station would be somewhere in today’s highway, off to the right. Today’s Blue Line crosses the highway and goes off a bit to the north to its present-day terminal. West of here, the expressway crosses over the DesPlaines River using an expanded version of the old Chicago, Aurora & Elgin interurban right-of-way. As part of construction, the CA&E trackage was moved slightly to the north, and work was completed by 1959 but the new tracks were never used.

This picture may show where the Westchester branch diverged from the CA&E main line (here running parallel to the CGW) in Bellwood. If so, we are looking east. (Allen T. Zagel Photo, George Trapp Collection)

This picture may show where the Westchester branch diverged from the CA&E main line (here running parallel to the CGW) in Bellwood. If so, we are looking east. (Allen T. Zagel Photo, George Trapp Collection)

mdfranklinnascar writes: "The white house in the background is still there at 3510 St Paul Ave, Bellwood."

mdfranklinnascar writes: “The white house in the background is still there at 3510 St Paul Ave, Bellwood.”

The CRT Westchester branch at Roosevelt Road, circa 1929-1930. Service along this line opened in 1926, and when the line was extended, local officials insisted that tracks not cross Roosevelt at grade, thereby necessitating this grade separation project. The platform at left was later moved into the open cut, although the original station house was retained. Service to Mannheim began in 1930. The line was abandoned in 1951. We are looking north. (Allen T. Zagel Photo, George Trapp Collection)

The CRT Westchester branch at Roosevelt Road, circa 1929-1930. Service along this line opened in 1926, and when the line was extended, local officials insisted that tracks not cross Roosevelt at grade, thereby necessitating this grade separation project. The platform at left was later moved into the open cut, although the original station house was retained. Service to Mannheim began in 1930. The line was abandoned in 1951. We are looking north. (Allen T. Zagel Photo, George Trapp Collection)

In this April 28, 1929 view, a steam shovel is digging out an underpass for Westchester trains at the Roosevelt Road station. We are looking north. (George Trapp Collection)

In this April 28, 1929 view, a steam shovel is digging out an underpass for Westchester trains at the Roosevelt Road station. We are looking north. (George Trapp Collection)

Westchester trains in storage at the Roosevelt end of the line, circa 1929. (George Trapp Collection)

Westchester trains in storage at the Roosevelt end of the line, circa 1929. (George Trapp Collection)

The CRT Westchester branch, just south of the Roosevelt Road underpass. (Joe L. Diaz Photo, George Trapp Collection)

The CRT Westchester branch, just south of the Roosevelt Road underpass. (Joe L. Diaz Photo, George Trapp Collection)

This appears to show the CRT Westchester right of way, looking south from Roosevelt Road, where the line extension to Mannheim and 22nd was single track. (George Trapp Collection)

This appears to show the CRT Westchester right of way, looking south from Roosevelt Road, where the line extension to Mannheim and 22nd was single track. (George Trapp Collection)

Westchester trains changing ends south of the Roosevelt Road station. (Allen T. Zagel Photo, George Trapp Collection)

Westchester trains changing ends south of the Roosevelt Road station. (Allen T. Zagel Photo, George Trapp Collection)

Since this two-car train of 4000s is using overhead wire and not third rail, this appears to be a Central Electric Railfans' Association fantrip along the CA&E's Mt. Carmel Branch on February 12, 1939. If so, one of the two cars used was 4317. (Edward Frank, Jr. Photo, George Trapp Collection)

Since this two-car train of 4000s is using overhead wire and not third rail, this appears to be a Central Electric Railfans’ Association fantrip along the CA&E’s Mt. Carmel Branch on February 12, 1939. If so, one of the two cars used was 4317. (Edward Frank, Jr. Photo, George Trapp Collection)

CTA experimental high-speed cars 6129-6130 in the "Morgan middle" tracks on the Congress line circa 1960. Fans referred to the cars in this paint scheme as "circus wagons." (George Trapp Collection)

CTA experimental high-speed cars 6129-6130 in the “Morgan middle” tracks on the Congress line circa 1960. Fans referred to the cars in this paint scheme as “circus wagons.” (George Trapp Collection)

CTA high-speed cars 1-3 and 6129-6130 on a test run along the Congress line, in the early 1960s. (George Trapp Collection)

CTA high-speed cars 1-3 and 6129-6130 on a test run along the Congress line, in the early 1960s. (George Trapp Collection)

CTA 6698 at DesPlaines Avenue terminal in June 1963. The track at right, where an old wooden "L" car is being used as an office, was originally intended for use by CA&E trains, if service could have resumed in 1959. (George Trapp Photo)

CTA 6698 at DesPlaines Avenue terminal in June 1963. The track at right, where an old wooden “L” car is being used as an office, was originally intended for use by CA&E trains, if service could have resumed in 1959. (George Trapp Photo)

DesPlaines Avenue in June 1963. (George Trapp Photo)

DesPlaines Avenue in June 1963. (George Trapp Photo)

CTA 6698 at DesPlaines Avenue terminal in June 1963. (George Trapp Photo)

CTA 6698 at DesPlaines Avenue terminal in June 1963. (George Trapp Photo)

CTA single-car unit 8 at Logan Square terminal in the Fall of 1963. (George Trapp Photo)

CTA single-car unit 8 at Logan Square terminal in the Fall of 1963. (George Trapp Photo)

In this 1963 view at Logan Square, we see cars in the 6551-6600 series at left, in fresh paint, next to others from the 6601-6670 series at right in their original paint. (George Trapp Photo)

In this 1963 view at Logan Square, we see cars in the 6551-6600 series at left, in fresh paint, next to others from the 6601-6670 series at right in their original paint. (George Trapp Photo)

CTA 6705-6706 at Logan Square in 1963. (George Trapp Photo)

CTA 6705-6706 at Logan Square in 1963. (George Trapp Photo)


Bonus Photo:

This picture is not from the George Trapp Collection, but we thought it would fit in well with the others here nonetheless:

A two-car Met "L" train crosses the Chicago River just west of the Loop in July 1951.

A two-car Met “L” train crosses the Chicago River just west of the Loop in July 1951.


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