New Directions

Bruce C. Nelson took this photo of CTA 5174, wrapped with the Chicago flag, on April 24, 2018 at Clinton just west of the Loop.

Bruce C. Nelson took this photo of CTA 5174, wrapped with the Chicago flag, on April 24, 2018 at Clinton just west of the Loop.

Here at the Trolley Dodger, we are always in search of new directions to take this blog to. While the great majority of photos we share are definitely “old,” they are new to us, and we hope, you as well.

There doesn’t have to be an overriding theme to these posts, but often one suggests itself. Often we simply collect pictures that interest us for various reasons, and once we have a sufficiency, they all go into a post.

But what is old now was once new, and at least some of today’s images did represent new directions at one time.

Two cases in point – Harper’s Weekly, from April 20, 1895, ran an in-depth report on the new Metropolitan West Side Elevated, which opened on May 6. That was 125 year ago now, but all this was brand new and very innovative. The Met was the very first of the “L”s to forgo steam power in favor of electricity, direct current carried by a third rail.

As the article makes clear, Chicago’s third “L” (after the South Side and Lake Street lines) drew inspiration from the Columbian Intramural Railway at the 1893 World’s Columbian Exposition. And while in retrospect, it would have made a lot of sense to have the Logan Square and Humboldt Park branches continue downtown on a straight line along Milwaukee Avenue, there was no Loop in 1895 for it to connect with.

The Met started life as a very ambitious self-contained entity. There was no Loop elevated until 1897.

The other new direction we offer today is from 1913. Once established, the Loop “L” was a tremendous success, but success brought with it a host of new problems to solve. Not all trains ran on the Loop– some started and ended at the stub end terminals each of the four “L” companies had. But most of them did, and at first, all circled the Loop. The result was congestion and slower service.

Gradually, it became apparent that Chicago’s “L”s would be better off as a unified system. It was a gradual process.

By 1913, the four “L” companies were still separate entities, but came under unified management, controlled by Samuel Insull. Important changes and improvements were afoot.

Now, you could transfer between the various “L”s without paying another fare. Transfer bridges were added at Loop stations, and where the Met crossed over the Lake Street “L”.

Traffic on the Loop was changed to counter-clockwise, a system that lasted 56 years, until the Dan Ryan line opened in 1969. Prior to this, trains used left-hand running there, and operated bi-directionally. For over half a century now, the Loop has been bi-directional, with right-hand running.

We acquired a very nice 1913 brochure detailing the new changes.

In addition, we have many recent photo finds to share with you.

Enjoy.

-David Sadowski

PS- We have shared literally thousands of images with you over the last five plus years. Not surprisingly, many of these photos end up on Facebook. There are lots of railfan groups on Facebook, and we belong to many of them ourselves. We are fine with you sharing our pictures there, but we do have a couple requests.

First, please do not crop out the Trolley Dodger watermark. It’s there for a purpose– to show everyone the source of the picture.  Give credit where credit is due.

Second, please include the caption information. I have seen some pictures shared without the captions, leading to much guesswork and wondering about things that were actually answered in the original caption itself.

Thanks.

From Harper’s Weekly, April 20, 1895:

1913 “L” Brochure:

Chicago "L" operations were consolidated under one management by 1913, when this brochure was issued to explain service changes to the public.

Chicago “L” operations were consolidated under one management by 1913, when this brochure was issued to explain service changes to the public.

In 1913, free transfers were instituted between the four "L" lines. To combat overcrowding, some north and south side trains were through-routed, meaning they only ran on half the Loop. Other trains continued to circle the Loop. The direction of trains in the Loop was changed to counter-clockwise, and the Northwestern and Lake Street "L"s changed to right-hand running outside of the Loop.

In 1913, free transfers were instituted between the four “L” lines. To combat overcrowding, some north and south side trains were through-routed, meaning they only ran on half the Loop. Other trains continued to circle the Loop. The direction of trains in the Loop was changed to counter-clockwise, and the Northwestern and Lake Street “L”s changed to right-hand running outside of the Loop.

We spent some time cleaning up this 1913 map in Photoshop. Under the new scheme of things, the Loop ran counter-clockwise. Met trains continued to use the inner Loop tracks, and Northwestern trains the outer tracks, as before. Lake trains were rerouted onto the inner tracks, and South Side trains to the outer tracks. Now many trains could be through-routed between the north and south sides, although there were still trains that went around the Loop and served all the stations. It would also have been possible to through-route Lake and Met "L" trains, but this was not done. There was some equipment sharing between Northwestern and Lake, as both "L"s used overhead wire in places, but none of the Met cars were equipped with trolley poles until the 1926 Eucharistic Congress. M.E. writes, "I must compliment your excellent Photoshop work on the 1913 Rapid Transit System map. Did you notice that it mentions "electric" connections at 63rd and Stony Island and at 63rd Place and Halsted? The latter was the interurban to Kankakee, which quit sometime in the 1920s, although its trackage under the L lasted into at least the 1940s."

We spent some time cleaning up this 1913 map in Photoshop. Under the new scheme of things, the Loop ran counter-clockwise. Met trains continued to use the inner Loop tracks, and Northwestern trains the outer tracks, as before. Lake trains were rerouted onto the inner tracks, and South Side trains to the outer tracks. Now many trains could be through-routed between the north and south sides, although there were still trains that went around the Loop and served all the stations. It would also have been possible to through-route Lake and Met “L” trains, but this was not done. There was some equipment sharing between Northwestern and Lake, as both “L”s used overhead wire in places, but none of the Met cars were equipped with trolley poles until the 1926 Eucharistic Congress. M.E. writes, “I must compliment your excellent Photoshop work on the 1913 Rapid Transit System map. Did you notice that it mentions “electric” connections at 63rd and Stony Island and at 63rd Place and Halsted? The latter was the interurban to Kankakee, which quit sometime in the 1920s, although its trackage under the L lasted into at least the 1940s.”

Recent Finds

This must have been a popular postcard, as it turns up a lot. This example was never mailed and is in excellent condition. It does show the bi-directional, left-hand running Loop, though, so it must date to before 1913. The Met car at left is heading north, away from us. The train at right is heading towards us. I suspect it is a Northwestern "L" car, about to head west on Van Buren. There were no transfer bridges at Loop stations until 1913. The view looks north at Wabash and Van Buren from Tower 12.

This must have been a popular postcard, as it turns up a lot. This example was never mailed and is in excellent condition. It does show the bi-directional, left-hand running Loop, though, so it must date to before 1913. The Met car at left is heading north, away from us. The train at right is heading towards us. I suspect it is a Northwestern “L” car, about to head west on Van Buren. There were no transfer bridges at Loop stations until 1913. The view looks north at Wabash and Van Buren from Tower 12.

Postcards like this were based on black-and-white photos, although the finished product, since it is traced, ends up looking more like a drawing. Once the four "L" lines were put under consolidated management in 1913, free transfers between lines were permitted. Here, the Met "L" along Paulina crossed the Lake Street "L", the only place on the entire system where two competing lines crossed, so Lake Street Transfer station was built. Met trains went downtown anyway, but it's possible some riders might have been able to save a few minutes by switching to a Lake Street train. The view looks east.

Postcards like this were based on black-and-white photos, although the finished product, since it is traced, ends up looking more like a drawing. Once the four “L” lines were put under consolidated management in 1913, free transfers between lines were permitted. Here, the Met “L” along Paulina crossed the Lake Street “L”, the only place on the entire system where two competing lines crossed, so Lake Street Transfer station was built. Met trains went downtown anyway, but it’s possible some riders might have been able to save a few minutes by switching to a Lake Street train. The view looks east.

We are looking west along the Van Buren leg of the Loop circa 1905. The train has a large "S" on it and is therefore a South Side "L" train, coming towards us as the Loop was left-hand running at the time, and is about to cross over to head south on the right-hand running Alley "L".

We are looking west along the Van Buren leg of the Loop circa 1905. The train has a large “S” on it and is therefore a South Side “L” train, coming towards us as the Loop was left-hand running at the time, and is about to cross over to head south on the right-hand running Alley “L”.

An early 1900s postcard view of the Met "L" Logan Square Terminal.

An early 1900s postcard view of the Met “L” Logan Square Terminal.

Tower 12 at Wabash and Van Buren, looking north, in the early 900s. This is during the era when trains ran bi-directionally, left handed, prior to 1913. A Northwestern "L" train is turning behind Tower 12 and will head west. The train at left is heading north.

Tower 12 at Wabash and Van Buren, looking north, in the early 900s. This is during the era when trains ran bi-directionally, left handed, prior to 1913. A Northwestern “L” train is turning behind Tower 12 and will head west. The train at left is heading north.

The date is not known, but this must be a photo stop along the North Shore Line's Skokie Valley Route. We can only imagine how old the young boy at left is today, shown holding a pair of binoculars. This must be a siding of some sort. The original image was shot on size 127 Ektachrome film, a larger format that 35mm, but one that could still be mounted in a 2x2 mount-- what people used to call a "superslide." This term is also used to describe slides shot with size 828 film, which was slightly larger than 35mm.

The date is not known, but this must be a photo stop along the North Shore Line’s Skokie Valley Route. We can only imagine how old the young boy at left is today, shown holding a pair of binoculars. This must be a siding of some sort. The original image was shot on size 127 Ektachrome film, a larger format that 35mm, but one that could still be mounted in a 2×2 mount– what people used to call a “superslide.” This term is also used to describe slides shot with size 828 film, which was slightly larger than 35mm.

A "superslide." Since we are looking at the back of the slide, the image is reversed.

A “superslide.” Since we are looking at the back of the slide, the image is reversed.

Red Arrow car 78 on the West Chester line on May 29, 1954, about a week before buses replaced trolleys. Much of the line was single track, side-of-the-road, with passing sidings. It fell victim to a road widening project along West Chester Pike. (James P. Shuman Photo)

Red Arrow car 78 on the West Chester line on May 29, 1954, about a week before buses replaced trolleys. Much of the line was single track, side-of-the-road, with passing sidings. It fell victim to a road widening project along West Chester Pike. (James P. Shuman Photo)

Center door Red Arrow car 63 is at 69th Street Terminal on December 29, 1962.

Center door Red Arrow car 63 is at 69th Street Terminal on December 29, 1962.

Red Arrow car 63 at West Garrett Road on December 29, 1962. This car was built by Brill in the mid-1920s.

Red Arrow car 63 at West Garrett Road on December 29, 1962. This car was built by Brill in the mid-1920s.

Philadelphia Suburban Transportation Company (aka Red Arrow) car 15 at the end of the Ardmore line in the early 1950s. Buses replaced trolleys in 1966.

Philadelphia Suburban Transportation Company (aka Red Arrow) car 15 at the end of the Ardmore line in the early 1950s. Buses replaced trolleys in 1966.

Kansas City had an elevated railway line that started out as a cable car line and eventually became part of their streetcar system. It lasted into the 1950s. The last Kansas City PCC ran in 1957, but a new 2.2 mile long modern streetcar line opened in 2016. Kansas City Public Service car 776 was built by St. Louis Car Company in 1946.

Kansas City had an elevated railway line that started out as a cable car line and eventually became part of their streetcar system. It lasted into the 1950s. The last Kansas City PCC ran in 1957, but a new 2.2 mile long modern streetcar line opened in 2016. Kansas City Public Service car 776 was built by St. Louis Car Company in 1946.

A CTA Loop Shuttle train on the Wabash leg in 1974.

A CTA Loop Shuttle train on the Wabash leg in 1974.

An eastbound two-car train of single car units, including car 8, are about to enter the Lotus Tunnel in March 1960. Construction of the Congress Expressway was well underway just to the north. The new highway opened in this area later that year.

An eastbound two-car train of single car units, including car 8, are about to enter the Lotus Tunnel in March 1960. Construction of the Congress Expressway was well underway just to the north. The new highway opened in this area later that year.

Around 1940, the Chicago Surface Lines temporarily installed this door arrangement on prewar PCC 4051. It was later used on the 600 postwar PCCs.

Around 1940, the Chicago Surface Lines temporarily installed this door arrangement on prewar PCC 4051. It was later used on the 600 postwar PCCs.

CRT 3137 is part of a Lake Street Local train on the ground-level portion of that line. Don's Rail Photos: "3136 and 3137 were built by Gilbert in 1893 as LSERR 84 and 85. They were rebuilt and renumbered 136 and 137 and later renumbered 3136 and 3137 in 1913. They became CRT 3136 and 3137 in 1923."

CRT 3137 is part of a Lake Street Local train on the ground-level portion of that line. Don’s Rail Photos: “3136 and 3137 were built by Gilbert in 1893 as LSERR 84 and 85. They were rebuilt and renumbered 136 and 137 and later renumbered 3136 and 3137 in 1913. They became CRT 3136 and 3137 in 1923.”

A "Plushie" 4000-series "L" train on a late 1930s fantrip.

A “Plushie” 4000-series “L” train on a late 1930s fantrip.

A Ravenswood Express with 4000s, including "Baldy" 4073, at the Merchandise Mart station circa 1940. From 1943-49, Ravenswood trains went downtown via the State Street Subway.

A Ravenswood Express with 4000s, including “Baldy” 4073, at the Merchandise Mart station circa 1940. From 1943-49, Ravenswood trains went downtown via the State Street Subway.

CRT 1101 heads up a southbound Evanston Shopper's Special at the Merchandise Mart station circa 1940. Don's Rail Photos: "1100 thru 1158 were built as trailers by Pullman in 1899 as NWERy 100 thru 158. They were renumbered 1100 thru 1158 in 1913 and became CRT 1100 thru 1158 in 1923."

CRT 1101 heads up a southbound Evanston Shopper’s Special at the Merchandise Mart station circa 1940. Don’s Rail Photos: “1100 thru 1158 were built as trailers by Pullman in 1899 as NWERy 100 thru 158. They were renumbered 1100 thru 1158 in 1913 and became CRT 1100 thru 1158 in 1923.”

A Chicago & North Western RDC (Budd Rail Diesel Car) commuter train in Evanston on August 5, 1950.

A Chicago & North Western RDC (Budd Rail Diesel Car) commuter train in Evanston on August 5, 1950.

CTA postwar PCC 4399 in the loop at 80th and Vincennes.

CTA postwar PCC 4399 in the loop at 80th and Vincennes.

My "Spidey sense" tells me this picture of CA&E 412 was probably taken at Laramie Avenue. But it could not be any later than 1937, since that is when rail service to St. Charles ended. The view looks northwest and the train is headed west.

My “Spidey sense” tells me this picture of CA&E 412 was probably taken at Laramie Avenue. But it could not be any later than 1937, since that is when rail service to St. Charles ended. The view looks northwest and the train is headed west.

This is an unusual place to see an Electroliner, as we are on the South Side "L". While the North Shore Line did run trains to the south side up to 1938, the Electrolners entered service in 1941. So, this must be a fantrip. Our resident south side expert M.E. writes, "This photo is an enigma. I cannot imagine the CNS&M would spare one of its two Electroliners for a fan trip. Maybe this was an introductory tour before service began in 1941. Also, your caption says the CNS&M ran to the south side until 1938. Then why do I remember seeing CNS&M cars on the Jackson Park L, rounding the curve at 63rd and Prairie, in the late 1940s? That CNS&M service ran to 63rd and Dorchester (1400 E.) to connect with Illinois Central passenger trains." Miles Beitler: "I’m not sure, but RBK792 could be the 61st street station, photographed from a building in the adjacent yard. It’s hard to tell, but there appears to be a junction (the turnoff to the Englewood branch) just before the train in the far distance, which does appear to be a 6000." Comparison with the following two photos proves (IMHO) that this is actually 61st Street, and that the picture was taken from the transfer bridge.

This is an unusual place to see an Electroliner, as we are on the South Side “L”. While the North Shore Line did run trains to the south side up to 1938, the Electrolners entered service in 1941. So, this must be a fantrip. Our resident south side expert M.E. writes, “This photo is an enigma. I cannot imagine the CNS&M would spare one of its two Electroliners for a fan trip. Maybe this was an introductory tour before service began in 1941. Also, your caption says the CNS&M ran to the south side until 1938. Then why do I remember seeing CNS&M cars on the Jackson Park L, rounding the curve at 63rd and Prairie, in the late 1940s? That CNS&M service ran to 63rd and Dorchester (1400 E.) to connect with Illinois Central passenger trains.” Miles Beitler: “I’m not sure, but RBK792 could be the 61st street station, photographed from a building in the adjacent yard. It’s hard to tell, but there appears to be a junction (the turnoff to the Englewood branch) just before the train in the far distance, which does appear to be a 6000.” Comparison with the following two photos proves (IMHO) that this is actually 61st Street, and that the picture was taken from the transfer bridge.

61st Street on the South side "L". (George Trapp Collection)

61st Street on the South side “L”. (George Trapp Collection)

61st Street on the South Side "L". (George Trapp Collection)

61st Street on the South Side “L”. (George Trapp Collection)

The CA&E owned everything west of Laramie Avenue, including Lockwood Yard, shown here circa 1930 or so (by the looks of the auto at left). We are looking west and that's Loretto Hospital in the distance, opened in 1923. Cars 418 and 431 are visible. Interestingly, the yard used overhead wire instead of third rail at this time. You can see a fence at the west end of the yard, and what appear to be a couple small bumper posts at track's end. After the Garfield Park "L" was replaced by the CTA Congress median line, an alleyway was put in here, approximately where the two trains are. The house is still there, as you will see in the pictures that follow, and, it seems, one of the posts that supported trolley wire. However, the homes at left, on Flournoy Street (700 S.) are gone, replaced by expressway. This portion of yard and right-of-way is now occupied by light industry.

The CA&E owned everything west of Laramie Avenue, including Lockwood Yard, shown here circa 1930 or so (by the looks of the auto at left). We are looking west and that’s Loretto Hospital in the distance, opened in 1923. Cars 418 and 431 are visible. Interestingly, the yard used overhead wire instead of third rail at this time. You can see a fence at the west end of the yard, and what appear to be a couple small bumper posts at track’s end. After the Garfield Park “L” was replaced by the CTA Congress median line, an alleyway was put in here, approximately where the two trains are. The house is still there, as you will see in the pictures that follow, and, it seems, one of the posts that supported trolley wire. However, the homes at left, on Flournoy Street (700 S.) are gone, replaced by expressway. This portion of yard and right-of-way is now occupied by light industry.

The same view today.

The same view today.

The fence to the right of this Chicago style brick bungalow shows just where Lockwood Yard ended. The yard was just north of the CA&E main line, which curved south just east of here and ran parallel to the B&OCT from here to Forest Park.

The fence to the right of this Chicago style brick bungalow shows just where Lockwood Yard ended. The yard was just north of the CA&E main line, which curved south just east of here and ran parallel to the B&OCT from here to Forest Park.

That certainly looks like one of the same poles in the earlier picture.

That certainly looks like one of the same poles in the earlier picture.

Chicago Aurora & Elgin wood car 16 at the end of the Batavia branch. Don's Rail Photos: "16 was built by Niles Car in 1902. It was modernized in December 1939 and retired in 1959."

Chicago Aurora & Elgin wood car 16 at the end of the Batavia branch. Don’s Rail Photos: “16 was built by Niles Car in 1902. It was modernized in December 1939 and retired in 1959.”

An 1883 omnibus was part of the CTA Historical Collection at 77th and Vincennes on May 25, 1958. This and other historic vehicles were paraded out that day, during one of the final Chicago streetcar fantrips. PCCs, including 4409, are at left.

An 1883 omnibus was part of the CTA Historical Collection at 77th and Vincennes on May 25, 1958. This and other historic vehicles were paraded out that day, during one of the final Chicago streetcar fantrips. PCCs, including 4409, are at left.

The view looking west from Racine on the Englewood "L" branch on November 3, 1955. The Loomis Terminal is in the distance.

The view looking west from Racine on the Englewood “L” branch on November 3, 1955. The Loomis Terminal is in the distance.

Looking northeast from the Halsted station on the Met "L" main line on June 27, 1954, we see a two-car westbound Garfield Park train of flat-door 6000s.

Looking northeast from the Halsted station on the Met “L” main line on June 27, 1954, we see a two-car westbound Garfield Park train of flat-door 6000s.

A six-car train of wooden "L" cars heads west at California Avenue on the Lake Street line. We are looking west on March 17, 1954.

A six-car train of wooden “L” cars heads west at California Avenue on the Lake Street line. We are looking west on March 17, 1954.

The CTA installed an escalator (called a "speed ramp") at the Loomis Terminal on the Englewood branch. This photo was taken on February 19, 1957. This branch was extended two blocks west to Ashland in 1969, providing a more convenient transfer to buses. M.E. adds, "The L platform at Loomis Blvd. did not originally extend over the street. It was added to accommodate longer trains. The bus heading north on Loomis was probably serving route 110 Marquette Blvd., which ended at the L station. Until the early 1950s, bus service along Marquette and Loomis Blvds. was part of the Chicago Motor Coach system, and had double-decker buses that might not have fit under the L track (if it had been there)." Alan Follett adds, "As I recall, the “speed ramp” at Loomis wasn’t an escalator. It was a sort of gently-inclined conveyor belt."

The CTA installed an escalator (called a “speed ramp”) at the Loomis Terminal on the Englewood branch. This photo was taken on February 19, 1957. This branch was extended two blocks west to Ashland in 1969, providing a more convenient transfer to buses. M.E. adds, “The L platform at Loomis Blvd. did not originally extend over the street. It was added to accommodate longer trains. The bus heading north on Loomis was probably serving route 110 Marquette Blvd., which ended at the L station. Until the early 1950s, bus service along Marquette and Loomis Blvds. was part of the Chicago Motor Coach system, and had double-decker buses that might not have fit under the L track (if it had been there).” Alan Follett adds, “As I recall, the “speed ramp” at Loomis wasn’t an escalator. It was a sort of gently-inclined conveyor belt.”

On February 19, 1957, we are looking west from the transfer bridge at Clark and Lake. A five-car Evanston Express train is at right, made up of wood cars in their final year of service.

On February 19, 1957, we are looking west from the transfer bridge at Clark and Lake. A five-car Evanston Express train is at right, made up of wood cars in their final year of service.

The view looking west at 40th and Indiana Avenue on the South Side "L". An 8-car Jackson Park train of 4000s is going to head north to Howard, and a train of southbound 6000s is off in the distance. The extra wide platform at right was extended in 1949, when the CTA turned the Kenwood branch into a shuttle operation. Riders could change here for that line and the Stock Yards branch. The date is April 13, 1954.

The view looking west at 40th and Indiana Avenue on the South Side “L”. An 8-car Jackson Park train of 4000s is going to head north to Howard, and a train of southbound 6000s is off in the distance. The extra wide platform at right was extended in 1949, when the CTA turned the Kenwood branch into a shuttle operation. Riders could change here for that line and the Stock Yards branch. The date is April 13, 1954.

"L" car 1016 is part of an Evanston train at Madison and Wells.

“L” car 1016 is part of an Evanston train at Madison and Wells.

CTA streetcar 1069 is running westbound on Route 16 - Lake Street. Some passengers have just stepped off and are waiting for the gates to go up as a Lake Street "L" train passes. There was a stretch of a few blocks where the ground-level "L" and streetcars ran side-by-side. Here, the trolley is going to go under the nearby embankment to run for a few blocks on the north side of the Chicago & North Western. Streetcars were replaced by buses in 1954, and the "L" was elevated onto the embankment in 1962. The picture can't have been taken before 1948, as the Lake train is a "B." A/B skip-stop service began on the line that year.

CTA streetcar 1069 is running westbound on Route 16 – Lake Street. Some passengers have just stepped off and are waiting for the gates to go up as a Lake Street “L” train passes. There was a stretch of a few blocks where the ground-level “L” and streetcars ran side-by-side. Here, the trolley is going to go under the nearby embankment to run for a few blocks on the north side of the Chicago & North Western. Streetcars were replaced by buses in 1954, and the “L” was elevated onto the embankment in 1962. The picture can’t have been taken before 1948, as the Lake train is a “B.” A/B skip-stop service began on the line that year.

The front car here is 3139 on this Lake Street "L" train at Quincy and Wells.

The front car here is 3139 on this Lake Street “L” train at Quincy and Wells.

One of the two cars in this Lake Street "L" train is 1708. At Madison and Wells.

One of the two cars in this Lake Street “L” train is 1708. At Madison and Wells.

CRT 3121 is a Lake Street gate car at Madison and Wells.

CRT 3121 is a Lake Street gate car at Madison and Wells.

CRT 1772 at the front of a train at Lake and Homan.

CRT 1772 at the front of a train at Lake and Homan.

CTA 1745 is the lead car on a westbound Lake Street "L" train, going down the ramp at Lake and Laramie.

CTA 1745 is the lead car on a westbound Lake Street “L” train, going down the ramp at Lake and Laramie.

A westbound Douglas Park train at Halsted on the Lake Street "L". Douglas trains were rerouted downtown via Lake from 1954 to 1958.

A westbound Douglas Park train at Halsted on the Lake Street “L”. Douglas trains were rerouted downtown via Lake from 1954 to 1958.

CTA 2963 is a Douglas Park train at Madison and Wells.

CTA 2963 is a Douglas Park train at Madison and Wells.

CTA 2772 heads up a westbound Douglas Park train rounding the Halsted curve on the Met "L" main line.

CTA 2772 heads up a westbound Douglas Park train rounding the Halsted curve on the Met “L” main line.

The caption on the back of this picture says this is 54th Avenue on the Douglas Park "L", however, I'm not so sure. It looks as though this is a westbound train that has just crossed over at the end of the line, but it is signed as a local and not an A or B train. M.E. writes: "Your caption is 99.44% correct, this picture has to be a westbound Douglas Park L at 54th St. in Cicero, crossing over to enter the terminal. The 0.56% in error is that it could indeed have been an all-stop train; A & B service on all lines that had A & B service was not A & B service at all times of day. As I recall, south side A & B service ran til maybe 8:30 p.m., and never on Sunday. So I contend this picture was taken on a Sunday."

The caption on the back of this picture says this is 54th Avenue on the Douglas Park “L”, however, I’m not so sure. It looks as though this is a westbound train that has just crossed over at the end of the line, but it is signed as a local and not an A or B train. M.E. writes: “Your caption is 99.44% correct, this picture has to be a westbound Douglas Park L at 54th St. in Cicero, crossing over to enter the terminal. The 0.56% in error is that it could indeed have been an all-stop train; A & B service on all lines that had A & B service was not A & B service at all times of day. As I recall, south side A & B service ran til maybe 8:30 p.m., and never on Sunday. So I contend this picture was taken on a Sunday.”

An eastbound Garfield Park train at the Marshfield station in the early 1950s. Construction is already underway for the Congress Expressway that caused the "L" to be replaced by an expressway median route.

An eastbound Garfield Park train at the Marshfield station in the early 1950s. Construction is already underway for the Congress Expressway that caused the “L” to be replaced by an expressway median route.

A train of CTA 2800s at Van Buren and Paulina. This was the temporary route for part of the Garfield Park "L" from 1953 to 1958.

A train of CTA 2800s at Van Buren and Paulina. This was the temporary route for part of the Garfield Park “L” from 1953 to 1958.

A train of CTA 6000s is westbound at Laramie Avenue on the Garfield Park line in the 1950s.

A train of CTA 6000s is westbound at Laramie Avenue on the Garfield Park line in the 1950s.

CTA 3131, a one-man car operating on Route 16 - Lake Street, stops in front of the Woods Theater, located at 54 W. Randolph Street. The film 12 O'Clock High dates the picture to 1949. The Woods closed in 1989.

CTA 3131, a one-man car operating on Route 16 – Lake Street, stops in front of the Woods Theater, located at 54 W. Randolph Street. The film 12 O’Clock High dates the picture to 1949. The Woods closed in 1989.

CRT 1013 at Skokie Shops. Don's Rail Photos: "1013 was built by Pullman in 1899 as NWERy 13. It was renumbered 1013 in 1913 and became CRT 1013 in 1923. It was retired on December 20, 1954."

CRT 1013 at Skokie Shops. Don’s Rail Photos: “1013 was built by Pullman in 1899 as NWERy 13. It was renumbered 1013 in 1913 and became CRT 1013 in 1923. It was retired on December 20, 1954.”

CRT 2704 at Skokie Shops.

CRT 2704 at Skokie Shops.

CTA 3148 heads up a Lake Street train at Quincy and Wells.

CTA 3148 heads up a Lake Street train at Quincy and Wells.

CSL 6211 near the Eastside Theater, located at 10555 S. Ewing Avenue. It opened in 1922 and closed in 1951.

CSL 6211 near the Eastside Theater, located at 10555 S. Ewing Avenue. It opened in 1922 and closed in 1951.

Recent Correspondence

Bill Myers writes:

Here is (North Shore Line) 411 in Brooklyn on the South Brooklyn Railway in March 1963.

Thanks… could it really have been that soon after the abandonment? Or is a 1964 date more likely? (The second picture shows the same car being moved years later, 1970s at least.)

Miles Beitler writes:

Great photos as usual!

Regarding RBK792, it’s really hard to tell but could there be a 6000 in the distance? If so, it would date the photo to 1950 or later. As for North Shore trains running to the south side, as far as I know that practice ended in 1938 as you said. However, perhaps NSL ran occasional trains for special events such as the 1948-1949 Chicago Railroad Fair and the 1952 Republican and Democratic national conventions (which were both held at the International Amphitheatre).

Photo RBK817 is interesting as the side curtain of car 1013 shows “LOGAN SQ EXPRESS”. Were there really express runs on that route? The Logan Square line wasn’t very long compared to the other west side lines and it didn’t have as many stations. If there was an express, which stations were skipped?

Thanks for writing. That may be 6000s in the distance. There were some very creative fantrips on the North Shore Line prior to abandonment, and some these did indeed use one of the Electroliners. I am not aware of any special runs relating to the Railroad Fair or political conventions, however.

Regarding where a Logan Square Express train would have stopped, and what stations would have been skipped, I do not know. Perhaps one of our readers can help.

Keep those cards and letters coming in, folks!

-David Sadowski

New Steam Audio CD:

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

misc676-001

STEAM CDs:

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

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

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

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

Total time – 45:49

The Trolley Dodger On the Air
We appeared on WGN radio in Chicago in November 2018, discussing our book Building Chicago’s Subways on the Dave Plier Show. You can hear our 19-minute conversation here.
Chicago, Illinois, December 17, 1938-- Secretary Harold Ickes, left, and Mayor Edward J. Kelly turn the first spadeful of earth to start the new $40,000,000 subway project. Many thousands gathered to celebrate the starting of work on the subway. Chicago, Illinois, December 17, 1938– Secretary Harold Ickes, left, and Mayor Edward J. Kelly turn the first spadeful of earth to start the new $40,000,000 subway project. Many thousands gathered to celebrate the starting of work on the subway.
Order Our New Book Building Chicago’s Subways

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

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

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

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An Interurban Legacy

A modern EMU carries passengers on the CSS&SB while a vintage steeple cab hauls freight on the Iowa Traction.

(Editor’s Note: Today’s post is by guest contributor Kenneth Gear, long a friend of this blog.)

The demise of America’s electric railways, its interurban and trolley lines, was swift and merciless. What the financial hardships of the Great Depression didn’t destroy, the automobile finished off by the end of the 1960s.

All that remains of some of these railways, if anything remains, is a bike trail on the right of way, some preserved equipment, photographs, or sound recordings on record albums.

In some cases, however, rail service managed to continue, where a few freight customers remained the railroad could survive on a starvation diet. Abandoning all but a few miles of track, deactivation of the electric traction system, and the use of diesel locomotives kept the railroad from completely disappearing.

This, with the exception of the South Shore Line for passengers and Iowa Traction for freight, is how most of the common carrier remnants of the age of electric railways look today.

In my railfan travels I have made an effort to seek out and photograph these survivors. While I haven’t gotten every one on my list I did visit a few and I’d like to share to the photos. In some cases I was only able to get a few locomotive roster shots but other times, I was lucky enough to find a moving train and follow to various places along the line. I also photographed railroads that were never part of an electric railway but, coincidentally or not, share their corporate title with some long gone traction company. I included these photos as well.

I have cobbled together (mostly from Wikipedia) a brief history of each the railways.

THE RAILROADS I’VE PHOTOGRAPHED:

Baltimore & Annapolis

Cedar Rapids & Iowa City

Chicago South Shore & South Bend

Greenville & Western

Piedmont & Northern

South Brooklyn

Southern Indiana

Tulsa Sapulpa Union

IN NAME ONLY

Western New York & Pennsylvania

Indiana Rail Road

Shore Fast Line

The Baltimore & Annapolis Railroad ran between Annapolis and Clifford Maryland.

B&A electric passenger operation between the two cities continued until 1950, at which time the rail line became solely a freight carrier, operating buses for passenger service. Freight service to Annapolis continued until June 1968 when the Severn River Trestle was declared unsafe. In the 1980s the line was completely shut down. The right of way now serves as part of the Baltimore light rail system and as the Baltimore & Annapolis Trail.

I happened to stumble upon Baltimore & Annapolis SW-9 87 while railfanning the Carolina Southern RR at Chadbourn, NC. This locomotive was built by EMD in 1953. June 22, 1998.

The Cedar Rapids and Iowa City Railway is also known as the Crandic. The Crandic began operations in 1904, providing interurban service between Cedar Rapids and Iowa City, Iowa. While freight was important to the Crandic in the early years, it was better known for its passenger interurban operations. After passenger operations were discontinued in 1953, freight became the primary source of traffic for the Crandic. At the same time, the electric-powered locomotives were replaced with diesel models.

In August of 2006 while on my way to Mason City, IA to photograph Iowa Traction, I stopped off to see what I could find in Cedar Rapids. Near 8th Avenue SW I spotted Cedar Rapids & Iowa City SW-900 #99 switching the ADM plant.

Chicago South Shore and South Bend Railroad, America’s last interurban, began in 1901 as the Chicago & Indiana airline railroad, a streetcar route between East Chicago and Indiana Harbor. By 1908 its route had reached South Bend via Michigan City. The company leased the Kensington & Eastern Railroad (an Illinois Central subsidiary) to gain access to Chicago. Passenger service between South Bend and Chicago began in 1909. The Lake Shore added freight service in 1916. It was renamed the Chicago South Shore and South Bend Railroad in 1925 when Samuel Insull acquired it. The post-World War II decline in traffic hurt the company, and it was bought by the Chesapeake & Ohio Railway in 1967. In 1977 the Northern Indiana Commuter Transportation District (NICTD) began subsidizing the passenger operations and in 1984 the Venango River Corporation (VRC) purchased the South Shore from the C&O. Venango declared bankruptcy in 1989. In 1990 Anacostia & Pacific Company acquired the South Shore. The NICTD purchased the passenger assets.

Because the freight and passenger operations of this railroad are conducted (pun intended) by different entities, I think it is not off topic to include it on my list of former electric railway. after all, the freight trains are diesel powered.

CSS&SB South Shore Freight GP-38-2s 2004/2009 & 2003 at the Carroll Avenue shops in Michigan City IN. (10-15-09)

South Shore Freight GP38-2s 2002/2007 running lite on 11th Street in Michigan City IN on a rainy October 15, 2009.

The Piedmont & Northern Railway was a heavy electric interurban company operating over two disconnected divisions in North and South Carolina. Unlike similar interurban systems the Piedmont & Northern survived the great depression and was later absorbed into the Seaboard Coast line in 1969 and eventually absorbed by CSX. The North Carolina Department of Transportation bought 12 miles of the railroad from Mt. Holly, NC to Gastonia, NC in May 2010 and awarded a contract to Patriot Rail Corporation to restore the track and operate trains. Iowa Pacific took over operation of the line on August 1, 2015.

By the time I visited the P&N, Patriot Rail had already given up on the railroad and nothing was running. I found Piedmont & Northern GP-15-1s # 1434 & 1451 at Renlo, NC. The locomotives had no work to do but at least they were sitting in good sunlight in a wide open area and I was able to get good roster shots. Knowing the engines weren’t going anywhere anytime soon, I ventured back at nightfall with my night photo kit and popped off a few flashbulbs. (October 5, 2014)

Another short line operating on Ex-P&N tracks is the Greenville & Western.

The Greenville & Western Railroad operates on twelve miles of the former Southern division of the Piedmont & Northern Railway between Pelzer and Belton, SC. In 1910 the Greenville Spartanburg & Anderson Railway was formed to build an interurban railroad between its namesake cities. The Pelzer-Belton segment was built as part of its mainline from Greenwood to Greenville between 1910-1912. This line became part of the P&N in 1914, SCL in 1968 and CSX in 1986. CSX sought to abandon the line from Belton to Pelzer but the abandonment was rejected by the Surface Transportation Board. Effective October 21, 2006 GRLW assumed ownership and operation of the line.

Photo Captions (numbered in upper left corner):

1. Greenville & Western GP-9s # 3751 & 3752 about to depart the ethanol plant at Cheddar and head to the CSX interchange at Pelzer, SC.

2, 3, & 4. Greenville & Western GP-9s # 3751 & 3752 power an ethanol train at Williamston, SC. October 8, 2014.

5. Not much of the Ex-P&N’s interurban past is evident today but at Belton, SC there is some side of the road running that harkens to the past. GRLW GP-9s are in the yard waiting for the next trip out.

6 & 7. Greenville & Western GP-9s # 3751 & 3752 at Belton. Both units are ex-B&O and look grand in GRLW’s classy paint scheme.

8. The Greenville & Western interchanges with the Pickens RR in the Belton yard. Here Pickens U18B # 9504 delivers a cut of cars late in the afternoon of October 8, 2014.

9. Greenville & Western GP-9 # 3752 was built by EMD in July of 1957 and is Ex-B&O # 6554.

10. Greenville & Western GP-9 # 3751 takes three cars to Cheddar as it passes through Belton.

11. Greenville & Western GP-9 # 3751 at Cheddar, SC This locomotive was built by EMD in May of 1957 and is Ex-B&O # 6513. (October 8, 2014)

12. On another day, Greenville & Western GP-9 # 3751 again passes through Belton on it’s way to Cheddar, SC. (October 9, 2014)

The South Brooklyn Railway started as The South Brooklyn Railroad and Terminal Company and was incorporated September 30, 1887 to build from the end of the Brooklyn Bath & West End Railroad (West End Line) at 38th Street and 9th Avenue northwest to the foot of 38th Street, and was leased to the BB&WE, allowing BB&WE trains to run to the 39th Street Ferry. Then the Prospect Park and South Brooklyn Railroad connected the Culver Line to the South Brooklyn Railroad in 1890, and the latter was bought by the Long Island Rail Road in 1893. The LIRR obtained the South Brooklyn Railway & Terminal Company lease on the land in 1897 and used steam powered locomotives. As these locomotives could not be used for freight operations, the line was electrified in 1899. After foreclosure of the South Brooklyn Railroad & Terminal Company in December 1899, the company was reorganized as the South Brooklyn Railway on January 13, 1900.

The Brooklyn Rapid Transit Company acquired the railway on August 31, 1902, but the LIRR still ran the trains until 1903 or 1905. After the cessation of LIRR operations, the BRT started passenger service and transferred freight service to a subsidiary, Brooklyn Heights Railroad, which provided freight service with three locomotives, with a fourth delivered in 1907. It carried mail for the United States Postal Service, as well as lumber, cement, sand, stone, ashes, pipe, marble for headstones, and granite for curbstones. On February 28, 1907, the South Brooklyn Railway and the Brooklyn Heights Railroad were split from each other, but both were still owned by the BRT. The South Brooklyn Railway was a separate subsidiary company that carried both passengers and freight. In 1913, all of the BRT’s lines were reorganized, and all ownership of freight operations was transferred to the South Brooklyn Railway. The railway, along with the other non-rapid transit properties were transferred to the New York City Board of Transportation on June 1, 1940. In 1946 the railway purchased two Whitcomb ex-US Army diesel locomotives. Operations were transferred to the New York City Transit Authority on June 15, 1953. Passenger service ended on October 31, 1958, and thereafter the South Brooklyn Railway started using the surface trackage solely for freight. In 1960, two more diesel electric locomotives were bought. On December 27, 1961, the line was de-electrified, due to the high cost of refurbishing the overhead trolley wire. Electric locomotives #4, 5, 6, and 7, which had third rail conduction shoes, were given to the NYCTA for subway and elevated operation. In 1994, the last non-NYCTA customer on the line closed; the South Brooklyn Railway was then used almost exclusively for subway connections to the LIRR.

Photo Captions (numbered in upper left corner):

1, 2, & 3 When I took these photos of the South Brooklyn Railway they still had on line freight customers that needed service. GE 50T locomotives # N2 & N1 deliver one car to the Bush interchange yard for pick up by the New York Cross Harbor RR.

4. N2 has cut away from N1 while the NYCH crew, with Alco S-1 # 22, is in the background coupling up to the lone car that SBK delivered.

5, 6, & 7. SBK GE 50T N1 and NYCH Alco S-1 # 22 are side by side at the Bush interchange yard, Bush Junction, Brooklyn, NY in May of 1992.

8. SBK GE 50T # N1 at Bush Junction in Brooklyn, NY. Note the interesting array of trackage in the pavement of 2nd Avenue. The street trackage is used by the NYCH RR to return to Bush Terminal a few blocks away.

9. On June 5, 1993 the New York Cross Harbor RR held an open house and yard tour at Bush Terminal. South Brooklyn 50T N1 was on hand that day and was posed with freight cars (box cars for recycling materials) at the entrance of the yard.

10. SBK 50T # N1 takes the box cars a short distance and drops them at the recycling plant.

11. SBK N1 and N2 travel lite along the street trackage heading back to home rails. On the way the tracks cut through the corner of the Bush terminal building at 41st Street & 2nd Avenue. NYCH follows behind.

12. SBK 50Ts # N2 and N1 with a cut of NYCTA R30 subway cars heading for scrap. Bush interchange yard, Brooklyn NY 6-5-93.

13. SBK 50T N1 with scrap NYCTA R30 subway cars.

14. South Brooklyn 50Ts N2 & N1 at Bush interchange yard with the Manhattan skyline in the distance. Brooklyn NY.

15. SBK GE 50Ts N2 & N1 and NYCH S-1 22 at the Bush interchange yard Brooklyn NY. (6-5-93)

The Southern Indiana Railroad was once part of the Indiana Railroad. It started as the Indianapolis and Louisville Traction Company organized to build track between Seymour and Sellersburg as part of the Interstate Public Service Company interurban line which extended from Indianapolis to Louisville. The track was completed in 1907. It was the first railway in the country to operate on a 1200 volt high tension, direct current system. The Indiana Railroad abandoned operations and the last train operated on October 31, 1939. The Southern Indiana RR began operations the same year on the six miles of track between Speed and Watson, IN where an interchange is made with CSX. The Railroad is now owned by Essroc Cement Company. (From Lake Iola Interurban Site historic marker and THE AMERICAN SHORTLINE RAILWAY GUIDE)

Photo Captions (numbered in upper left corner):

1, 2, 3, & 4. When I arrived in Speed, Indiana early on the morning of October 7, 2015 the Southern Indiana Railroad was already hard at work switching the ESSROC Cement plant. SIND S-2M # 103 (Ex-Pickens RR # 7 and was repowered by GE with a Cummins engine) is looking great in it’s traction orange paint. The tracks being embedded in the pavement of the cement plant’s driveway almost gives the appearance of street tracks, another nod to this railroad’s interurban past.

5. On the road…SIND S-2M # 103 is crossing Utica Street in Sellersburg. The road’s enginehouse is located here a short distance away.

6. S-2M 103 is on the move near Jeffersonville, IN

7. Southern Indiana S-2M 103 travels through the back yards of Watson on it’s way to the CSX interchange.

8. Another view of Southern Indiana S-2M 103 at Watson.

9. To me this photo has a very strong traction “feel” to it. With the traction orange locomotive, pole line, and side of the street running all that is missing is over head wire and a trolley pole. S-2M 103 is arriving at the CSX interchange at Watson.

10. Southern Indiana S-2M 103 at Watson, IN 10-7-15.

11. Southern Indiana S-2M # 103 crossing Watson Depot Road in Watson, IN.

12. with the Interchange work is finished number 103 heads back to speed lite.

The Tulsa-Sapulpa Union Railway got it’s start in 1907 with the incorporation of the Sapulpa and Interurban Railway. The line operated as an interurban streetcar line using trolley cars around Sapulpa, Oklahoma. By 1917 the line underwent bankruptcy and reorganization, being incorporated as the Sapulpa Electric Interurban Railway. This same year the line was extended north to connect with the Oklahoma Union Railway out of Tulsa. In 1933 the railway once again hit upon tough times and was in receivership and operated under the name Oklahoma Union Salvage Company. The company was purchased in 1934 by George F. Collins who owned and operated a Sapulpa glass plant known as the Liberty Glass Company. The line has remained in the Collins family’s control since that time forward. It was at this time the line became a freight railroad operation only with the glass plant being one of its principal customers. The line continued to be powered by electric overhead wire using freight box motors for motive power. In 1934 the name was changed to the Sapulpa Union Railway Company and to the Tulsa-Sapulpa Union Railway in 1943. The electric overhead wires came down in 1960 with the purchase of diesel electric locomotives. The line continues to operate serving industry between Sapulpa and Tulsa, Oklahoma. (condensed from the TSU Rwy. website)

Photo Captions (numbered in upper left corner):

1. Tulsa Sapulpa Union Railway sign at the enginehouse in Sapulpa, OK.

2. Tulsa Sapulpa Union SW-1200 # 108 switching the Sinclair refinery in Tulsa OK on September 26, 2008.

3 & 4. Tulsa Sapulpa Union SW-1200 # 108 is crossing 37th Street SW in Tulsa, OK.

5 & 6. A couple more shots of Tulsa Sapulpa Union SW-1200 # 108 switching the Sinclair Refinery.

7. Number 108 with the City of Tulsa in the background.

8, 9, & 10. Tulsa Sapulpa Union SW-7 1905 (formerly #107) at the engine house in Sapulpa, Oklahoma. (9-26-08)

Western New York & Pennsylvania

Although this ALCO powered railroad operates on former Erie and Pennsylvania railroad trackage, it bears the name of a former interurban line that once operated in the same area. The Western New York & Pennsylvania Traction Company began operations in 1894 and connected Olean, NY and Allegany, PA. The line ceased operation in 1921.

1. WNY&P M-630 # 631 at the Olean, NY locomotive facility.

2. WNY&P C-430 # 430 at Olean, NY

3. WNY&P C-630 # 630 Olean NY 10-3-09



Indiana Railroad

This railroad operates tracks once belonging to the Illinois Central and Milwaukee Road. Nonetheless its locomotives carry the name of that famous Midwest Interurban– the Indiana Railroad. IR hung on for a few years after the depression but in 1941 a wreck with fatalities south of Indianapolis put an abrupt end to the last operation of interurbans in Indiana (other than the South Shore Line).

1. Indiana Rail Road SD40-2 # 42 leads train HWPAT at Jasonville, IN. (6-7-09)

2. There is no missing the Indiana Rail Road name in logo on Indiana SD40-2 # 42.

3. An SD-9043MAC on a unit coal train is not what immediately springs to most railfan’s mind when interurban railways are mentioned. However, with the name of a former traction company emblazoned on the locomotive, that was exactly what I was thinking about while watching this train. Indiana Rail Road # 9005 and 9006 power a coal train at Switz City IN.

Shore Fast Line Railroad

This New Jersey short line started running trains on former Pennsylvania-Reading Seashore Lines and Central Railroad of New Jersey tracks owned by NJ Transit and Conrail in 1983. Interestingly, the management decided to name the railroad for, and paint the locomotives in the paint scheme of, the Atlantic City & Shore Railway known as the Shore Fast Line. The Shore Fast Line was an electric interurban railroad running from Atlantic City to Ocean City, NJ, by way of the mainland communities of Pleasantville, Northfield, Linwood and Somers Point. The line ran from 1907 until 1948. The Shore Fast Line short line railroad changed ownership and its corporate name in 1991 becoming the Southern Railroad of New Jersey.

1. Shore Fast Line SW-1200 # 1145 at Winslow Junction, NJ. (5-30-90)

2, 3, & 4. Shore Fast Line U30B # 2884 at Winslow Junction, NJ. 5-15-91 The triangles on the nose of the 2884 are the same as the ones that were painted on the ends of the AC&S Railways streetcars!

Bob Reuter adds:

The B&A engine shown (#87) was only used for a very short time, the number of the unit is actually the year it was acquired. Attached is a photo of unit #50 which was used for almost the entire time the B&A used diesel. This photo was taken in 1977 as it rolled out of the shop in its brand new paint scheme. (This engine is currently at the B&O railroad museum.)

Photo credit: Bob Reuter

Former employee of the B&A RR

Recent Correspondence

Dan Bosque writes:

I am researching a family group that lived at the intersection of Larretta Ct (aka Loretta Ct) and Tilden Street (later renamed Carpenter) in Chicago. This area was surrounded by Aberdeen, Van Buren, Morgan and Congress (now the Eisenhower Expressway).

The time period of interest is 1900 to 1940 during which the Garfield Park branch of the L train ran along Tilden, perhaps along properties on the south of Tilden Street.

Would someone have photos of the tracks in this area that might show buildings in the background?

Beside an image, I’m trying to get a sense of living along narrow streets with lots of residents and a train going through the neighborhood repeatedly.

I did find a photo showing the end to Tilden at Racine with a streetcar on Rancine going under the elevated tracks. It showed a Tilden street sign but not anything for Tilden street. If the Google car was there, I’d move it’s position ahead and point it left.

We have (in previous posts) run various pictures of the Metropolitan “L” on the near west side. If you type “Garfield” in the search window at the top of this page, these should come up. Otherwise, we’ll see if our readers have more pictures to share, thanks.

Miles Beitler writes:

I just found these 1950s railfan videos. They include action shots of CTA 6000s, 4000s, wood cars, PCC streetcars, Red Rocket streetcars, buses, North Shore Line and CA&E trains, Diesel and Steam locomotives, Illinois Central and South Shore trains. Also you can see the CTA yards at Laramie, Logan Square, and Wilson.

Thanks very much. These videos should be of particular interest to our readers.

Some of these films were made circa 1952-54, since red Chicago streetcars are seen running in service. The CA&E portions were taken prior to September 20, 1953, when service was cut back to Forest Park. There are also shots of Milwaukee streetcars.

The South Shore Line video includes film of East Chicago street running, which was relocated adjacent to the Indiana Toll Road in 1956. You can tell this is East Chicago, because it’s double-tracked. The South Shore’s other street running in Michigan City and South Bend was almost entirely single-track.

Alan R. writes:

I was wondering if you had any information or photos concerning the Grand Trunk Western Railroad that ran commuter service within Chicago up until at least 1935. My main interest is the Main Line-Illinois, which ran on what has been freight rail lines since then I believe, with limited commuter service until 1971. Here’s a link to where I found out about these trains. These were probably not trolleys but I’m not sure. There is one station building remaining at Chicago Lawn which I’ve seen along with the steps of the station at 59th St. Further along that line there are probably more station buildings standing. Any photos from anywhere on this line would be incredible imo.

http://www.chicagorailfan.com/msgtw.html

I am not an expert on the Grand Trunk Western, which was never electrified, always being either steam or diesel, so I asked a couple friends for their thoughts.

Andre Kristopans:

Well, I don’t know a heck of a lot about GTW commuter service, but I do know a little. Service ran until the 1950’s apparently with a couple of trains each way between Dearborn Station and Harvey. There was a station at 63rd/Central Park that was in use for thru trains until 1971 as far as I know. There were other stations that still existed into the 1970’s such as the one in Harvey (at Racine?) and one at Central Park and 82nd or so. But now the only ones are remnants at 59th and 63rd. By the way, that was a very late elevation, after WW2.

Bill Shapotkin:

As for the GTW suburban service, here is what I have/know:

Operated until 1934 (to Harvey). Until circa 1917, it operated all the way to Valparaiso, IN. Indeed, the stairs to the 59th St station are still standing (as per a Google Earth view a few days ago), as is the depot (which has served as a home for at least two unsuccessful restaurants over the years at 63rd).

There were numerous other stops as well. There are signs (evidence) of the Ashland station (platform railings). A trip along the line about 6 years ago revealed little other evidence of stations, except that the depot at Griffith remains (it has been moved and is part of the museum there). The depot at Sedley, IN (now a private home) remains, as does the depot at Valparaiso (which I understand has been recently removed).

I have pix of the depot at Eldson (51st St). Have a photocopy of a timetable (back when service ran to Valpo).

Have been at virtually all the station locations along the line…with pix at each (as they exist today). For whatever reason, the station at Harvey (which I understand stood until the early 1970s) managed to be very camera-shy (interestingly, pix of the nearby B&OCT station is Harvey do exist).

The GTW intercity trains (which made their last trips on Friday, April 30, 1971 (Amtrak eve) did serve both the stations at 63rd (known as “Chicago Lawn”) and Valparaiso.

We thank both Andre and Bill for sharing this.

One of our regular readers writes:

Here is a four minute clip of an action sequence from the 1953 film “City That Never Sleeps” which was mostly filmed on location in Chicago. I thought you might be interested since the action takes place on the L tracks with two 4000-series trains traveling in opposite directions.

In this scene, gangster Hayes Stewart — who has just murdered Chicago Police detective John Kelly — is pursued by officer John Kelly, Jr., the victim’s son. The part of Hayes Stewart was played by actor William Talman. He started his career playing criminal types, but is best known for his portrayal of district attorney Hamilton Burger in the “Perry Mason” TV series. The part of patrolman John Kelly, Jr. was played by Gig Young, a charismatic actor who unfortunately never achieved his true potential.

In the film, the dispatcher gives the location as “between Kinzie and the river just east of Wells” which would indicate the old North Water Street terminal or possibly the Merchandise Mart. However, that was artistic license; the actual spot where this was filmed was between Grand and Division on the “Evergreen Connector” portion of the Logan Square line. With the opening of the Milwaukee-Dearborn subway in 1951, this portion of the L was no longer used in revenue service, but it was retained for equipment transfers since it was the only connection between the Logan Square route and the rest of the L system.

I continue to enjoy your website. Keep it up.

I assume that when this was filmed, the third rail was turned off. When actor Bill Talman fell onto the third rail, it looks like he was holding some sort of prop in his hands which made it look like an electric spark. Perhaps if he had given up smoking sooner, he might have been able to outrun the policeman.

Thanks… and thanks also to Kenneth Gear for another great post! Keep those cards and letters coming in.

-David Sadowski

PS- Work continues on our upcoming book Chicago Trolleys, which is now in the layout and proofreading stage. Lots of work has been done on the text, and the final selection of photos has been made. We will keep you advised as things progress.

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