Catching Up

The photographer (possibly Emery Gulash) had but one chance to press the shutter button at precisely the right moment, and he nailed it with this classic view of westbound Electroliner train 803 at Lake Bluff in January 1963. This is what noted photographer Henri Cartier-Bresson had in mind when he wrote about the "decisive moment." Douglas Noble: "Northbound crossing Rockland Road / IL 176 in Lake Bluff."

The photographer (possibly Emery Gulash) had but one chance to press the shutter button at precisely the right moment, and he nailed it with this classic view of westbound Electroliner train 803 at Lake Bluff in January 1963. This is what noted photographer Henri Cartier-Bresson had in mind when he wrote about the “decisive moment.” Douglas Noble: “Northbound crossing Rockland Road / IL 176 in Lake Bluff.”

This is our first post in nearly two months. We have been hard at work on our next book, The North Shore Line. In addition, I worked 16 straight days as an election judge during the recent primary here.

Each of these posts involves a tremendous amount of hard work that may not be apparent to the causal observer. First, we have to scan the negatives, prints, and slides that you see here. Then, they have to be worked over in Photoshop to get the color and density right, and remove any scratches, crud, and other blemishes that have accumulated over the decades since these pictures were taken. This can take hours for just a single photograph, but we think the results are well worth it.

Our goal is to present definitive versions of these classic photos in an online archive for all to enjoy. We see our stuff showing up all over Facebook and other parts of the Internet all the time, and, recently, even in books and magazines put out by others.

It would be nice if, in all cases, we received some credit for our contributions. When people ask permission to use our work, it is freely granted, but all we ask is that we are properly credited, that the original photographer is credited, and that the small watermark we place on these images is not cropped out.

We don’t think this is too much to ask. Meanwhile, we hope you will enjoy this latest batch of classic photographs.

-David Sadowski

PS- You might also like our Trolley Dodger Facebook auxiliary, a private group that now has 862 members.

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

Work on our North Shore Line book is ongoing. Donations are needed in order to bring this to a successful conclusion. You will find donation links at the top and bottom of each post. We thank you in advance for your time and consideration.

Recent Finds

The Chicago Surface Lines had a collection of historic streetcars, starting in the 1920s. These were used for parades and the opening of new lines. Some of the restoration work, such as this car, was more fanciful than authentic, as this car was never part of the West Chicago Street Railway, nor was it #4. Don's Rail Photos: "4 was built by Pullman in 1895, #840, as North Chicago Street RR 922. It became Chicago Union Traction Co 4022 in 1899 and became Chicago Surface Lines 4022 in 1914. It was rebuilt as WCStRy 4 in 1933. It went to Illinois Railway Museum in 1985." The CTA inherited this collection, and various cars were trotted out during shops tours in the 1950s. Once streetcar service ended in 1958, these cars were put into storage, and were finally donated to museums in the mid-1980s.

The Chicago Surface Lines had a collection of historic streetcars, starting in the 1920s.
These were used for parades and the opening of new lines. Some of the restoration work, such as this car, was more fanciful than authentic, as this car was never part of the West Chicago Street Railway, nor was it #4. Don’s Rail Photos: “4 was built by Pullman in 1895, #840, as North Chicago Street RR 922. It became Chicago Union Traction Co 4022 in 1899 and became Chicago Surface Lines 4022 in 1914. It was rebuilt as WCStRy 4 in 1933. It went to Illinois Railway Museum in 1985.” The CTA inherited this collection, and various cars were trotted out during shops tours in the 1950s. Once streetcar service ended in 1958, these cars were put into storage, and were finally donated to museums in the mid-1980s.

Brooklyn-Queens Transit PCC 1066 is signed for Coney Island in the early 1950s.

Brooklyn-Queens Transit PCC 1066 is signed for Coney Island in the early 1950s.

A train of CTA curved-door 6000s is at Howard Street in June 1977.

A train of CTA curved-door 6000s is at Howard Street in June 1977.

A southbound North Shore Line train, with 711 in the lead, is at Morse on the "L" in June 1959.

A southbound North Shore Line train, with 711 in the lead, is at Morse on the “L” in June 1959.

North Shore Line cars 157 and 252 are on a June 16, 1962 fantrip. Here, we see the train at the Root River bridge near Racine, Wisconsin. (Richard H. Young Photo)

North Shore Line cars 157 and 252 are on a June 16, 1962 fantrip. Here, we see the train at the Root River bridge near Racine, Wisconsin. (Richard H. Young Photo)

This is a South Shore Line portable substation at Michigan City, Indiana on July 10, 1977.

This is a South Shore Line portable substation at Michigan City, Indiana on July 10, 1977.

Philadelphia Suburban Transportation Company (aka Red Arrow) cars 16 and 20 in May 1965, signed for the Media line. Kenneth Achtert: "Appears to be outbound at Springfield Rd. I would assume this is on a fantrip from the number of random individuals around the right-of-way (most likely a run-by since they are scattered about); also, the Media destination would not be standard operating procedure for two-car trains. The trains were typically scheduled to Springfield (Woodland Ave.) with only single cars going all the way to Media." Jeff Didlake says, "I agree with Ken Achtert's thoughts that this is a fan trip, but I believe the location is the Scenic Rd. station on the Media Line. The track is on a slight curve and a hint of the red brick high rise Drexelline Apts. is in the background. I know this station well as I managed to ruin a good tire and wheel while pulling into the parking lot there on a poorly maintained Springfield Twp. sewer inlet grate."

Philadelphia Suburban Transportation Company (aka Red Arrow) cars 16 and 20 in May 1965, signed for the Media line. Kenneth Achtert: “Appears to be outbound at Springfield Rd. I would assume this is on a fantrip from the number of random individuals around the right-of-way (most likely a run-by since they are scattered about); also, the Media destination would not be standard operating procedure for two-car trains. The trains were typically scheduled to Springfield (Woodland Ave.) with only single cars going all the way to Media.” Jeff Didlake says, “I agree with Ken Achtert’s thoughts that this is a fan trip, but I believe the location is the Scenic Rd. station on the Media Line. The track is on a slight curve and a hint of the red brick high rise Drexelline Apts. is in the background. I know this station well as I managed to ruin a good tire and wheel while pulling into the parking lot there on a poorly maintained Springfield Twp. sewer inlet grate.”

On June 11, 1962, a two-car North Shore Line train, headed by 731, is bound for Mundelein near Lake Bluff. (Richard H. Young Photo)

On June 11, 1962, a two-car North Shore Line train, headed by 731, is bound for Mundelein near Lake Bluff. (Richard H. Young Photo)

North Shore Line combine 251 is near Racine, Wisconsin on February 6, 1962.

North Shore Line combine 251 is near Racine, Wisconsin on February 6, 1962.

The interior of Queensborough Bridge Railway car 601 in the mid-1950s. This was an Electromobile, built around 1929 by Osgood-Bradley.

The interior of Queensborough Bridge Railway car 601 in the mid-1950s. This was an Electromobile, built around 1929 by Osgood-Bradley.

North Shore Line car 733 awaiting scrapping at South Upton Junction on October 26, 1963, several months after abandonment.

North Shore Line car 733 awaiting scrapping at South Upton Junction on October 26, 1963, several months after abandonment.

North Shore Line Silverliner 758 is at Edison Court in Waukegan during the summer of 1958. This was an important station, where cars were routinely added and cut from trains.

North Shore Line Silverliner 758 is at Edison Court in Waukegan during the summer of 1958. This was an important station, where cars were routinely added and cut from trains.

Philadelphia PCC 2142 is signed for Route 6 on September 15, 1957. Mark A. Jones writes, "That picture is of the northbound terminus of route 6 across from Willow Grove Park. 2142 is headed south to Broad and Olney." Kenneth Achtert adds, "2142 is at Willow Grove Park, the end of the Route 6. The amusement park is hidden behind the trees."

Philadelphia PCC 2142 is signed for Route 6 on September 15, 1957. Mark A. Jones writes, “That picture is of the northbound terminus of route 6 across from Willow Grove Park. 2142 is headed south to Broad and Olney.” Kenneth Achtert adds, “2142 is at Willow Grove Park, the end of the Route 6. The amusement park is hidden behind the trees.”

North Shore Line loco 455 is working the Niles Gas Spur in the Weber Industrial District, Skokie, Illinois, probably in the late 1950s. (Bob Geis Photo)

North Shore Line loco 455 is working the Niles Gas Spur in the Weber Industrial District, Skokie, Illinois, probably in the late 1950s. (Bob Geis Photo)

Chicago Surface Lines one-man car 6241 is at the east end of Route 43 in the 1940s. You can see a pedestrian bridge leading to the nearby Illinois Central Electric commuter station behind the streetcar.

Chicago Surface Lines one-man car 6241 is at the east end of Route 43 in the 1940s. You can see a pedestrian bridge leading to the nearby Illinois Central Electric commuter station behind the streetcar.

A North Shore Line train at Winnetka Road on the Skokie Valley Route. The business at left is John H. Davies and Son, general contractors.

A North Shore Line train at Winnetka Road on the Skokie Valley Route. The business at left is John H. Davies and Son, general contractors.

A three-car North Shore Line train heads south over the 6th Street Bridge, probably in the 1940s.

A three-car North Shore Line train heads south over the 6th Street Bridge, probably in the 1940s.

North Shore Line cars 716 and 409 at Highwood, possibly in the early 1940s. 409 started out as a dining car motor before it was converted to coach in 1942.

North Shore Line cars 716 and 409 at Highwood, possibly in the early 1940s. 409 started out as a dining car motor before it was converted to coach in 1942.

North Shore Line loco 455 heads up a freight train that is crossing over to the northbound track near Oakton on the Skokie Valley Route.

North Shore Line loco 455 heads up a freight train that is crossing over to the northbound track near Oakton on the Skokie Valley Route.

A three-car train of North Shore Line Silverliners prepares to cross the North Shore Channel, probably in the 1950s.

A three-car train of North Shore Line Silverliners prepares to cross the North Shore Channel, probably in the 1950s.

To get a shot like this in the 1940s, a photographer had to be extremely lucky, patient, or both. While a two-car CRT Lake Street "L" train heads east, going up the ramp towards Laramie, it passes a westbound CSL Route 16 streetcar. Two conductors on the "L" are lowering the trolley poles, as this was the switchover point to third rail. Streetcar service on Lake Street ended in 1954, and the outer portion of the Lake Street "L" was shifted over to the nearby C&NW embankment in 1962.

To get a shot like this in the 1940s, a photographer had to be extremely lucky, patient, or both. While a two-car CRT Lake Street “L” train heads east, going up the ramp towards Laramie, it passes a westbound CSL Route 16 streetcar. Two conductors on the “L” are lowering the trolley poles, as this was the switchover point to third rail. Streetcar service on Lake Street ended in 1954, and the outer portion of the Lake Street “L” was shifted over to the nearby C&NW embankment in 1962.

CTA PCC 7148 is at 71st and Ashland in June 1953. (Vic Wagner Photo) Our resident south side expert M. E. notes, "I don't doubt this photo is at 71st and Ashland. (The street sign says Ashland.) So this photo is near the 69th and Ashland carbarn. I think this streetcar had been heading south on Ashland to 71st, and here it is turning west on 71st St. for what would be a short distance. Then it will turn north and into the carbarn."

CTA PCC 7148 is at 71st and Ashland in June 1953. (Vic Wagner Photo) Our resident south side expert M. E. notes, “I don’t doubt this photo is at 71st and Ashland. (The street sign says Ashland.) So this photo is near the 69th and Ashland carbarn. I think this streetcar had been heading south on Ashland to 71st, and here it is turning west on 71st St. for what would be a short distance. Then it will turn north and into the carbarn.”

CTA one-man streetcar 3228 is on 79th Street at the crossing with the Illinois Central in April 1951. (Vic Wagner Photo)

CTA one-man streetcar 3228 is on 79th Street at the crossing with the Illinois Central in April 1951. (Vic Wagner Photo)

The view looking north along State Street at 63rd in April 1953. The PCCs are running on Route 36, while the red Pullman is eastbound on Route 63. This was near the end of streetcar service on 63rd Street, and older red cars had replaced newer PCCs, which were shifted to run on Route 4 - Cottage Grove. At right, you can see where some buildings were destroyed by fire on May 25, 1950, after a PCC collided with a gasoline truck. 34 people were killed. The photographer was standing on a railroad viaduct and probably wanted to document the intersection of two streetcar lines before one of them changed to buses. (Vic Wagner Photo)

The view looking north along State Street at 63rd in April 1953. The PCCs are running on Route 36, while the red Pullman is eastbound on Route 63. This was near the end of streetcar service on 63rd Street, and older red cars had replaced newer PCCs, which were shifted to run on Route 4 – Cottage Grove. At right, you can see where some buildings were destroyed by fire on May 25, 1950, after a PCC collided with a gasoline truck. 34 people were killed. The photographer was standing on a railroad viaduct and probably wanted to document the intersection of two streetcar lines before one of them changed to buses. (Vic Wagner Photo)

About the image above, M. E. adds:

Your caption reads: “This was near the end of streetcar service on 63rd Street, and older red cars had replaced newer PCCs, which were shifted to run on Route 4 – Cottage Grove.” My hangup is with the term “newer PCCs”. Yes, they were newer than the red cars, but they were not newer than the PCCs on State St. in the photo. The PCCs that ran on 63rd St. were those that Chicago Surface Lines acquired in 1936 to run on Madison St. Those PCCs were also called “pre-war PCCs”. So perhaps your caption might better say “older red cars had replaced the pre-war PCCs, which were shifted …”

I give you credit for pointing out where a State St. PCC car collided with a gasoline truck. I remember that like it happened yesterday. I also credit the photographer for a terrific action photo.

Also, about this photo:

(1) In the distance is the State St. station on the Englewood L, situated south of 59th St. I spy two more State St. PCC cars at or near the L station. This illustrates how busy the north/south PCC car lines were. The Chicago Surface Lines, then the CTA, ordered a total of 600 post-war PCCs, and they were all needed on just five north/south lines — 36 Broadway/State, 22 Clark/Wentworth, 8 Halsted, 42 Halsted/Archer/Clark, and 49 Western. (The pre-war PCCs were still on 20 Madison.)

(2) You mentioned that the photographer was standing on a railroad viaduct. That viaduct spanned State St. just south of 63rd St. The photographer was at the eastern edge of a big freight yard paralleling the New York Central right of way. It is this same freight yard that was used, three blocks east, to deliver new PCC cars, then (later) L cars, to the CTA. The L cars were transferred to the CTA via the L track that ran from the southbound Jackson Park line south past 63rd St. and then down into a ground-level freight yard.

(3) That freight yard also spanned 63rd St., so the westbound red car shown in the photo is about to go underneath the freight yard until it emerges past the New York Central (and Nickel Plate) passenger train tracks, adjacent to the entrance to Englewood Union Station. Past the station, 63rd St. ran under more tracks, first the Rock Island, then the Pennsylvania, both of which also served Englewood Union Station. All told, the trip between State St. and almost to Wentworth Av. was mostly dark 24 hours a day.

(4) The billboard at the left in the photo advertises the ’53 Ford. Assuming this photo was taken in late spring or early summer of 1953 (judging by the clothing on pedestrians and the green foliage), I don’t see any ’53 Fords in the photo.

Buses replaced streetcars on 63rd Street on May 24, 1953, so the picture can’t be from after that, thanks.

The CTA off-street loop on Halsted Street, just south of 79th, in August 1953. Pullman PCC 4368 is operating on Route 8, while the red Pullman is signed for Halsted-Downtown (Route 42). By this stage, the Pullman PCCs, although no more than seven years old, were being retired and sent to St. Louis Car Company for scrapping and parts re-use in new PCC "L" cars. Service was being supplemented by older red cars. Streetcar service on Halsted ended in May 1954. (Vic Wagner Photo) Our resident south side expert M. E. adds, "Notice how busy this terminal was. I count at least four streetcars, and perhaps a fifth if I detect another trolley pole behind the last PCC car. This terminal also served South Halsted and Halsted / Vincennes / 111th St. buses, which used the paved lane in the terminal."

The CTA off-street loop on Halsted Street, just south of 79th, in August 1953. Pullman PCC 4368 is operating on Route 8, while the red Pullman is signed for Halsted-Downtown (Route 42). By this stage, the Pullman PCCs, although no more than seven years old, were being retired and sent to St. Louis Car Company for scrapping and parts re-use in new PCC “L” cars. Service was being supplemented by older red cars. Streetcar service on Halsted ended in May 1954. (Vic Wagner Photo) Our resident south side expert M. E. adds, “Notice how busy this terminal was. I count at least four streetcars, and perhaps a fifth if I detect another trolley pole behind the last PCC car. This terminal also served South Halsted and Halsted / Vincennes / 111th St. buses, which used the paved lane in the terminal.”

CTA one-man streetcar 3261 is at the east end of Route 79, at 79th and Brandon near Chicago's lakefront, in September 1951. (Vic Wagner Photo)

CTA one-man streetcar 3261 is at the east end of Route 79, at 79th and Brandon near Chicago’s lakefront, in September 1951. (Vic Wagner Photo)

Milwaukee Electric (Speedrail) car 1121 operated on a North Shore Line fantrip on December 4, 1949. Here it is with one of the Electroliners near Racine, Wisconsin.

Milwaukee Electric (Speedrail) car 1121 operated on a North Shore Line fantrip on December 4, 1949. Here it is with one of the Electroliners near Racine, Wisconsin.

The pass for Central Electric Railfans' Association fantrip #36, which used freight equipment on the Chicago Aurora and Elgin on August 10, 1941.

The pass for Central Electric Railfans’ Association fantrip #36, which used freight equipment on the Chicago Aurora and Elgin on August 10, 1941.

The Chicago and North Western station at Lake Forest in the early 1900s, from a real photo postcard. The Chicago and Milwaukee electric (which became the North Shore Line in 1916) ran just beyond those large trees, and had a handsome station of its own just out of view to the right.

The Chicago and North Western station at Lake Forest in the early 1900s, from a real photo postcard. The Chicago and Milwaukee electric (which became the North Shore Line in 1916) ran just beyond those large trees, and had a handsome station of its own just out of view to the right.

This picture was taken during Fall 1962, in the waning days of the ground-level operation of the Lake Street "L". The new elevated station on the nearby C&NW embankment has been built and the changeover took place on October 28th of that year. This view looks west along South Boulevard at Marion Street in Oak Park. Crossing gates were manually operated.

This picture was taken during Fall 1962, in the waning days of the ground-level operation of the Lake Street “L”. The new elevated station on the nearby C&NW embankment has been built and the changeover took place on October 28th of that year. This view looks west along South Boulevard at Marion Street in Oak Park. Crossing gates were manually operated.

On February 19, 1956, a northbound Electroliner has stopped at Kenosha and is presumably on a fantrip. (William C. Hoffman Photo)

On February 19, 1956, a northbound Electroliner has stopped at Kenosha and is presumably on a fantrip. (William C. Hoffman Photo)

Speedrail curved-side car 61 is on Michigan at 6th Street in Milwaukee on September 2, 1950, passing by the north side of the North Shore Line's Milwaukee Terminal. (William C. Hoffman Photo)

Speedrail curved-side car 61 is on Michigan at 6th Street in Milwaukee on September 2, 1950, passing by the north side of the North Shore Line’s Milwaukee Terminal. (William C. Hoffman Photo)

Milwaukee and Suburban Transport streetcar 954 is westbound on Route 10 at 68th and Fairview in August 1957.

Milwaukee and Suburban Transport streetcar 954 is westbound on Route 10 at 68th and Fairview in August 1957.

The same location in 2015. The streetcar tracks were just to the right of this alley.

The same location in 2015. The streetcar tracks were just to the right of this alley.

On June 12, 1955, Milwaukee and Suburban Transport streetcar 999 is on a bridge over the Chicago & North Western Railway at Howell Avenue. This was a Central Electric Railfans' Association fantrip. (William C. Hoffman Photo)

On June 12, 1955, Milwaukee and Suburban Transport streetcar 999 is on a bridge over the Chicago & North Western Railway at Howell Avenue. This was a Central Electric Railfans’ Association fantrip. (William C. Hoffman Photo)

North Shore Line Silverliner 766 is about to cross the Glencoe gauntlet, a short single-track section on the otherwise double-tracked Shore Line Route. The occasion was an August 9, 1953 fantrip. This short bridge over a ravine was not deemed strong enough to support the weight of two trains passing each other, so it was made single-tracked. This also permitted a tight curve to be straightened out a bit. (William C. Hoffman Photo)

North Shore Line Silverliner 766 is about to cross the Glencoe gauntlet, a short single-track section on the otherwise double-tracked Shore Line Route. The occasion was an August 9, 1953 fantrip. This short bridge over a ravine was not deemed strong enough to support the weight of two trains passing each other, so it was made single-tracked. This also permitted a tight curve to be straightened out a bit. (William C. Hoffman Photo)

North Shore Line car 155 is on the tail end of a fantrip train, turning onto Greenleaf Avenue in Wilmette, heading east on a July 24, 1955 Central Electric Railfans' Association fantrip. (William C. Hoffman Photo)

North Shore Line car 155 is on the tail end of a fantrip train, turning onto Greenleaf Avenue in Wilmette, heading east on a July 24, 1955 Central Electric Railfans’ Association fantrip. (William C. Hoffman Photo)

North Shore Line freight loco 456 and caboose 1002 are at the scale house in Rondout during January 1963. (Photo attributed to Emery Gulash)

North Shore Line freight loco 456 and caboose 1002 are at the scale house in Rondout during January 1963. (Photo attributed to Emery Gulash)

North Shore Line freight loco 456 and caboose 1002 are at the scale house in Rondout during January 1963. (Photo attributed to Emery Gulash)

North Shore Line freight loco 456 and caboose 1002 are at the scale house in Rondout during January 1963. (Photo attributed to Emery Gulash)

North Shore Line cars 157 and 252 are on a June 16, 1962 fantrip. We have posted pictures from this trip before. There is another in this post, taken by Richard H. Young, but this one may be by Emery Gulash.

North Shore Line cars 157 and 252 are on a June 16, 1962 fantrip. We have posted pictures from this trip before. There is another in this post, taken by Richard H. Young, but this one may be by Emery Gulash.

Don's Rail Photos: "1796 was built by American Car & Foundry in 1907 as NEWRy 287, #5098, as trailer. It was renumbered 1287 in 1913 and rebuilt as motor 1796. It became CRT 1796 in 1923 and was sold to Gaylord Container in Louisiana..." One side of this "L" car was removed, and it was used to transport large rolls of paper. Although Don's says this car was scrapped in 1966, that is incorrect and the date was actually 1973. Parts were salvaged from this car to help restore sister car 1797 at the Illinois Railway Museum. 1796 could not be saved since the body was no longer structurally sound. I have July 1958 as the date when the CTA sold this car, and this picture was taken by William C. Hoffman in October 1963.

Don’s Rail Photos: “1796 was built by American Car & Foundry in 1907 as NEWRy 287, #5098, as trailer. It was renumbered 1287 in 1913 and rebuilt as motor 1796. It became CRT 1796 in 1923 and was sold to Gaylord Container in Louisiana…” One side of this “L” car was removed, and it was used to transport large rolls of paper. Although Don’s says this car was scrapped in 1966, that is incorrect and the date was actually 1973. Parts were salvaged from this car to help restore sister car 1797 at the Illinois Railway Museum. 1796 could not be saved since the body was no longer structurally sound. I have July 1958 as the date when the CTA sold this car, and this picture was taken by William C. Hoffman in October 1963.

Mystery Photo

This was scanned from an original North Shore Line 8x10" nitrate negative, taken circa 1930, and in the collections of Robert Heinlein. Determining the location presented many challenges, yet this has now been determined with the aid of other fans. The car is 714, and it is signed as a Chicago Local on the Shore Line Route. Since the North Shore tracks are not adjacent to the Chicago and North Western, we must be north of North Chicago Junction. We cannot be south of Highland Park, as there is freight present here. A sign on the high-level platform indicates that freight trains have to come to a stop, most likely to make sure part of the platform gets flipped up for the sake of clearances. A similar arrangement existed at high-level stations of the Chicago Aurora and Elgin. As all the Shore Line tracks in Waukegan ran on the street, that pretty much narrows it down to North Chicago. The Thomas J. Killian Plumbing Supply company building at left clinches it, and the location is between 16th and 17th Streets, looking north. The Chicago and North Western's tracks were a short distance east of here, to the right out of view of this photo. (Courtesy of Kevin Heinlein)

This was scanned from an original North Shore Line 8×10″ nitrate negative, taken circa 1930, and in the collections of Robert Heinlein. Determining the location presented many challenges, yet this has now been determined with the aid of other fans. The car is 714, and it is signed as a Chicago Local on the Shore Line Route. Since the North Shore tracks are not adjacent to the Chicago and North Western, we must be north of North Chicago Junction. We cannot be south of Highland Park, as there is freight present here. A sign on the high-level platform indicates that freight trains have to come to a stop, most likely to make sure part of the platform gets flipped up for the sake of clearances. A similar arrangement existed at high-level stations of the Chicago Aurora and Elgin. As all the Shore Line tracks in Waukegan ran on the street, that pretty much narrows it down to North Chicago. The Thomas J. Killian Plumbing Supply company building at left clinches it, and the location is between 16th and 17th Streets, looking north. The Chicago and North Western’s tracks were a short distance east of here, to the right out of view of this photo. (Courtesy of Kevin Heinlein)

A close-up view of car 714, which seems to be painted orange.

A close-up view of car 714, which seems to be painted orange.

The freight siding for the Thomas J. Killian Plumbing Supply Company.

The freight siding for the Thomas J. Killian Plumbing Supply Company.

This was also scanned from an original North Shore Line 8x10" nitrate negative in the collections of Robert Heinlein, and was taken at the same time as the previous photo and shows a slightly different view of the same scene. (Courtesy of Kevin Heinlein)

This was also scanned from an original North Shore Line 8×10″ nitrate negative in the collections of Robert Heinlein, and was taken at the same time as the previous photo and shows a slightly different view of the same scene. (Courtesy of Kevin Heinlein)

Ray DeGroote Turns 92

Ray DeGroote celebrated his 92nd birthday on July 15th. Here he is about two weeks earlier, at our celebratory lunch.

Ray DeGroote celebrated his 92nd birthday on July 15th. Here he is about two weeks earlier, at our celebratory lunch.

I dedicated my last book Chicago’s Lost “L”s to my friend Raymond DeGroote, Jr., as the “Dean of Chicago Railfans.” He turned 92 recently. Ray has traveled the world, and has taken thousands of great photos, many of which have been used in books, magazines, and in his excellent slideshows over the years.

And he’s still at it– Ray recently returned from a trip to San Diego for the Electric Railroaders’ Association annual convention. Since returning, other friends have treated him to lunch, and he reports he is “well fed.”

Here are a few of Ray’s classic photos of the North Shore Line:

We are at Indian Hill on the Shore Line Route on July 24, 1955, just prior to abandonment. Cars 175 and 413 are in regular service, while 155 is on a Central Electric Railfans' Association fantrip, and has temporarily been shunted to a siding. The tracks in this area were grade-separated circa 1938-43 by a project partially funded by the Federal government. (Raymond DeGroote, Jr. Photo)

We are at Indian Hill on the Shore Line Route on July 24, 1955, just prior to abandonment. Cars 175 and 413 are in regular service, while 155 is on a Central Electric Railfans’ Association fantrip, and has temporarily been shunted to a siding. The tracks in this area were grade-separated circa 1938-43 by a project partially funded by the Federal government. (Raymond DeGroote, Jr. Photo)

A fantrip train made up of Silverliners is on Greenleaf Avenue in Wilmette on February 20, 1955. This trip was sponsored by the Illini Railroad Club. (Raymond DeGroote, Jr. Photo)

A fantrip train made up of Silverliners is on Greenleaf Avenue in Wilmette on February 20, 1955. This trip was sponsored by the Illini Railroad Club. (Raymond DeGroote, Jr. Photo)

North Shore Line loco 459 and caboose 1006 are at Lake Bluff on January 19, 1963. (Raymond DeGroote, Jr. Photo)

North Shore Line loco 459 and caboose 1006 are at Lake Bluff on January 19, 1963. (Raymond DeGroote, Jr. Photo)

The "KX" here most likely refers to Kodachrome X, first released by Kodak in 1962, with a film speed of 64. The original Kodachrome had a film speed of ASA/ISO 10, which was bumped up to 25 in 1961 with the release of Kodachrome II.

The “KX” here most likely refers to Kodachrome X, first released by Kodak in 1962, with a film speed of 64. The original Kodachrome had a film speed of ASA/ISO 10, which was bumped up to 25 in 1961 with the release of Kodachrome II.

The unrestored interior of North Shore Line car 151 on September 4, 1961. (Raymond DeGroote, Jr. Photo)

The unrestored interior of North Shore Line car 151 on September 4, 1961. (Raymond DeGroote, Jr. Photo)

The interior of North Shore Line car 160 on January 12, 1963. Interestingly, it had been refurbished in November 1962, even though abandonment was at hand. This car was purchased by the Illinois Railway Museum, where it remains today. (Raymond DeGroote, Jr. Photo)

The interior of North Shore Line car 160 on January 12, 1963. Interestingly, it had been refurbished in November 1962, even though abandonment was at hand. This car was purchased by the Illinois Railway Museum, where it remains today. (Raymond DeGroote, Jr. Photo)

North Shore Line car 714's interior on June 17, 1962. This car is now at the Illinois Railway Museum. (Raymond DeGroote, Jr. Photo)

North Shore Line car 714’s interior on June 17, 1962. This car is now at the Illinois Railway Museum. (Raymond DeGroote, Jr. Photo)

The interior of North Shore Line Silverliner 755 on September 4, 1961. After abandonment, this car went to the Seashore Trolley Museum in Maine. (Raymond DeGroote, Jr. Photo)

The interior of North Shore Line Silverliner 755 on September 4, 1961. After abandonment, this car went to the Seashore Trolley Museum in Maine. (Raymond DeGroote, Jr. Photo)

Recent Correspondence

Max Hensley sent us this scan of a 1890 specimen $1,000 bond for the West Chicago Street Railroad Tunnel Company. This cable car tunnel was built in 1893 and crossed the Chicago River near Van Buren Street. Like the other river tunnels, it was eventually enlarged and dug deeper around 1911 for streetcar use. But of the three such tunnels (the others being on Washington and LaSalle Streets), Van Buren was used the least, and does not seem to have seen much action after 1924, except for training use. These tunnels still exist but the approaches have been filled in.

The river tunnels are also discussed at length in my book Building Chicago’s Subways.

Milwaukee Streetcar

We were in Milwaukee on July 13th to help a friend move some things. We did stop by Burns Commons for a few minutes to catch a few pictures (and one video) of Milwaukee’s modern streetcar at its northern terminus:

Did Not Win

Try as we might, our resources are limited. Here are some interesting items that we were not able to purchase, but are still worth a second look:

This desktop ink blotter dates to circa 1919-20, as the North Shore Line is already running via the "L", but had not yet opened their new Milwaukee Terminal. The line to Mundelein is shown, as it had been extended there as of 1905. But prior to 1925, it was called Rockefeller, and later, the area was known rather generically as "Area." When using a fountain pen, you would wipe off excess ink on the backside of blotters such as this, which measured about 6" wide.

This desktop ink blotter dates to circa 1919-20, as the North Shore Line is already running via the “L”, but had not yet opened their new Milwaukee Terminal. The line to Mundelein is shown, as it had been extended there as of 1905. But prior to 1925, it was called Rockefeller, and later, the area was known rather generically as “Area.” When using a fountain pen, you would wipe off excess ink on the backside of blotters such as this, which measured about 6″ wide.

This real photo postcard view of the Elgin and Belvedere Electric Company was most likely taken on its inaugural run in early 1907. Mike Franklin has identified the location as Belvedere, as that is the First M. E. Church at rear. Car 201 was built by the St. Louis Car Company in 1906. (Thanks to J. J. Sedelmaier for tweaking this image.)

This real photo postcard view of the Elgin and Belvedere Electric Company was most likely taken on its inaugural run in early 1907. Mike Franklin has identified the location as Belvedere, as that is the First M. E. Church at rear. Car 201 was built by the St. Louis Car Company in 1906. (Thanks to J. J. Sedelmaier for tweaking this image.)

Here is what the late Don Ross wrote about the Elgin and Belvedere:

This line was built in 1906 and opened in 1907 between Elgin and Belvidere, 36 miles, to connect the Rockford lines with the Chicago lines. It was under the management of Bion J. Arnold, who was the most distinguished expert in city transit between 1900 and 1925. In 1927 the Rockford to Belvidere segment of the Rockford & Interurban was merged to form the Elgin Belvidere & Rockford. Rockford lightweight interurbans were used, but this was not financially satisfactory. The cars were returned to Rockford Public Service, and the old E&B cars were remodeled for one man service. But it was too late. Competition from the parallel Chicago & North Western and from the automobile caused the line to quit service on March 9, 1930. Arnold purchased two Manhattan Elevated steam locomotives and scrapped the line by himself. It was not completed until the mid to late 1930s.

In 1956, I was checking on ownership of an abandoned C&NW right-of-way for the Illinois Railway Museum, and I stopped in the county clerk’s office in Woodstock. The clerk became curious and then suggested that we might be interested in a piece of property which was on the delinquent tax rolls. It was 50 feet wide and 7 miles long. After paying the taxes for two years, a quit claim was filed and this has become the home of the IRM at Union, IL.

We ran some Elgin and Belvedere photos in a previous post, taken in the mid-1930s by the late Edward Frank, Jr., showing the interurban’s rolling stock in dead storage, waiting for buyers that never materialized.

Keep those cards and letters coming in, folks!

-David Sadowski

Now Available:

SGA-1
Stan Griffith Audio Recordings of the North Shore Line
# of Discs – 1
Price: $15.99

The late Stanwood C. Griffith (1926-2013) was an interesting character who is probably best known for building the two-foot gauge Rock River Valley Traction, a miniature electric railway that is large enough to ride on. He began building it on private property in a mysterious wooded area somewhere near Rockford, IL around 1950. Work continues on it to this day, and there are several videos of it on YouTube.

We only recently found out that he recorded some North Shore Line audio. Even better, what he did record is different than the other known recordings by William A. Steventon and Brad Miller.

Mr. Griffith made the only known recordings of the Shore Line Route, which quit in 1955. Steventon didn’t record NSL until the following year, and the Miller recordings are circa 1960.

This recording has some occasional narration. At one point, Griffith notes that the trolley bus wires in Kenosha are gone. Trolley buses ran there until 1952, so this dates the recordings to circa 1952-55.

He also recorded North Shore Line street running in Milwaukee, which is also unique as far as I am aware. There are also recordings of Milwaukee streetcars on this CD.

Total time – 52:36


Chicago’s Lost “L”s Online Presentation

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

The Trolley Dodger On the Air

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

Our Latest Book, Now Available:

Chicago’s Lost “L”s

From the back cover:

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

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

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

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

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

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

For Shipping to US Addresses:

For Shipping to Canada:

For Shipping Elsewhere:

Help Support The Trolley Dodger

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Trick or Treat

Milwaukee Electric 948, as seen from the rear of car 900, on July 16, 1952. Darrick Vormann adds, "Great shot, looks like #10 turning off of 68th St. headed to West Allis." Larry Sakar: "Photo aaa756 showing the Wells-West Allis westbound streetcar completing the turn from southbound S. 68th Street onto the continuation of the private r.o.w. was also part of Phase III (in Milwaukee Rapid Transit construction in the late 1920s). The 68th Street Rapid Transit station would have been to the left of the streetcar atop the r.o.w. Where the streetcar is seen is today part of the 68th St. off ramp from eastbound I-94, the East-West Freeway. Look slightly left in the background and you can see a bit of the large abutment that carried the two bridges of the Rapid Transit line over S. 68th St. To the left of it, streetcars came down or climbed up a ramp on the embankment to or from the p.r.o.w. This was a favorite place for pranksters. They would soap or oil the track climbing up to the top of the embankment and then hide nearby and get their kicks watching the streetcar try to climb on the soaped or oiled rails."

Milwaukee Electric 948, as seen from the rear of car 900, on July 16, 1952. Darrick Vormann adds, “Great shot, looks like #10 turning off of 68th St. headed to West Allis.” Larry Sakar: “Photo aaa756 showing the Wells-West Allis westbound streetcar completing the turn from southbound S. 68th Street onto the continuation of the private r.o.w. was also part of Phase III (in Milwaukee Rapid Transit construction in the late 1920s). The 68th Street Rapid Transit station would have been to the left of the streetcar atop the r.o.w. Where the streetcar is seen is today part of the 68th St. off ramp from eastbound I-94, the East-West Freeway. Look slightly left in the background and you can see a bit of the large abutment that carried the two bridges of the Rapid Transit line over S. 68th St. To the left of it, streetcars came down or climbed up a ramp on the embankment to or from the p.r.o.w. This was a favorite place for pranksters. They would soap or oil the track climbing up to the top of the embankment and then hide nearby and get their kicks watching the streetcar try to climb on the soaped or oiled rails.”

As this is Halloween, we have lots of treats for you, and hopefully, not too many tricks. Our latest batch of classic traction pictures also features lots of trains in fall colors, both here in Chicago, and in Milwaukee.

-David Sadowski

PS- You might also like our Trolley Dodger Facebook auxiliary, a private group that now has 519 members.

Recent Finds

Chicago & West Towns car 161. The slide says this is in Brookfield.

Chicago & West Towns car 161. The slide says this is in Brookfield.

Chicago & West Towns 156. The slide says this is in Brookfield, but it looks like it could be on Woodside in Riverside.

Chicago & West Towns 156. The slide says this is in Brookfield, but it looks like it could be on Woodside in Riverside.

The caption on this slide mount says, "Dad, David, Bev and Mom entering the El on November 23, 1962." The location is the at 242-Van Cortlandt Park on the IRT Broadway Line in the Bronx. The station is still there.

The caption on this slide mount says, “Dad, David, Bev and Mom entering the El on November 23, 1962.” The location is the at 242-Van Cortlandt Park on the IRT Broadway Line in the Bronx. The station is still there.

Pittsburgh Railways 1693 on the Fineview line in September 1965.

Pittsburgh Railways 1693 on the Fineview line in September 1965.

A North Shore Line train at North Chicago Junction on January 20, 1963, the last full day of service before abandonment.

A North Shore Line train at North Chicago Junction on January 20, 1963, the last full day of service before abandonment.

The Aurora and Elgin station in Wheaton on June 14, 1960, nearly three years after passenger service ended, and a year after the last freight train ran.

The Aurora and Elgin station in Wheaton on June 14, 1960, nearly three years after passenger service ended, and a year after the last freight train ran.

The CA&E station at Lakewood on June 14, 1960. The line had been abandoned, but was still largely intact, yet could not be saved.

The CA&E station at Lakewood on June 14, 1960. The line had been abandoned, but was still largely intact, yet could not be saved.

One of the two former North Shore Line Electroliners, just after it had been delivered to the Red Arrow's Philadelphia & Western line at the 69th Street terminal. The slide was processed in January 1964, but by then, the two trainsets had been repainted and reconfigured into Liberty Liners and were put into service on the 13-mile line to Norristown. So this was taken a few months earlier. Notice the North Shore Line emblem on the front of the train has been removed.

One of the two former North Shore Line Electroliners, just after it had been delivered to the Red Arrow’s Philadelphia & Western line at the 69th Street terminal. The slide was processed in January 1964, but by then, the two trainsets had been repainted and reconfigured into Liberty Liners and were put into service on the 13-mile line to Norristown. So this was taken a few months earlier. Notice the North Shore Line emblem on the front of the train has been removed.

The interior of Milwaukee streetcar 918 on September 5, 1954. (William C. Hoffman Photo)

The interior of Milwaukee streetcar 918 on September 5, 1954. (William C. Hoffman Photo)

Milwaukee County Stadium on October 6, 1957, during Game 4 of the World Series between the Milwaukee Braves and New York Yankees. The Braves came from behind to win the game 7-5 in the bottom of the 10th inning, via what we now call a "walk off" home run by Eddie Mathews. Warren Spahn was the winning pitcher, and the Braves went on to win the series, four games to three. The same two teams faced off in the 1958 series, which was won by the Yankees in seven games. Attendance at this game was 45,804 and the park was still served by streetcars in 1957 (but not the following year). (William C. Hoffman Photo)

Milwaukee County Stadium on October 6, 1957, during Game 4 of the World Series between the Milwaukee Braves and New York Yankees. The Braves came from behind to win the game 7-5 in the bottom of the 10th inning, via what we now call a “walk off” home run by Eddie Mathews. Warren Spahn was the winning pitcher, and the Braves went on to win the series, four games to three. The same two teams faced off in the 1958 series, which was won by the Yankees in seven games. Attendance at this game was 45,804 and the park was still served by streetcars in 1957 (but not the following year). (William C. Hoffman Photo)

According to the slide mount, this shows an expansion joint in the streetcar tracks near County Stadium in Milwaukee, where several streetcars are parked during the fourth game of the World Series between the Milwaukee Braves and the New York Yankees on October 6, 1957. (William C. Hoffman Photo) Larry Sakar adds: "Great picture aaa732 of streetcars on the stadium spur in Calvary Cemetery cut. The cut was started in 1926 as part of Phase III of the Rapid Transit Line construction project officially known as the "Fairview Ave. Grade Separation Project." This phase was completed in late 1928, and construction on Phase IV The City of Milwaukee Rapid Transit Line between 8th & Hibernia Streets and 40th Street was started. It would take until 9-22-30 for it to be completed. As you know, Phase V, the subway to the Public Service Building had some preliminary work done but was never completed. Looking at the photo of the spur, I feel that the spur was a bit more to the south then when the Rapid Transit was running. The eastbound Rapid Transit track would have been next to the fence to the left but there doesn't look like there was enough room for a fourth track in this photo. The cut still exists but it is so overgrown with weeds and brush that it is barely recognizable. I have a photo taken by Mr. Dan Lee of the Milwaukee Public library Humanities Dept. in 2016 which I'll send you and you'll see what I mean about it being overgrown."

According to the slide mount, this shows an expansion joint in the streetcar tracks near County Stadium in Milwaukee, where several streetcars are parked during the fourth game of the World Series between the Milwaukee Braves and the New York Yankees on October 6, 1957. (William C. Hoffman Photo) Larry Sakar adds: “Great picture aaa732 of streetcars on the stadium spur in Calvary Cemetery cut. The cut was started in 1926 as part of Phase III of the Rapid Transit Line construction project officially known as the “Fairview Ave. Grade Separation Project.” This phase was completed in late 1928, and construction on Phase IV The City of Milwaukee Rapid Transit Line between 8th & Hibernia Streets and 40th Street was started. It would take until 9-22-30 for it to be completed. As you know, Phase V, the subway to the Public Service Building had some preliminary work done but was never completed. Looking at the photo of the spur, I feel that the spur was a bit more to the south then when the Rapid Transit was running. The eastbound Rapid Transit track would have been next to the fence to the left but there doesn’t look like there was enough room for a fourth track in this photo. The cut still exists but it is so overgrown with weeds and brush that it is barely recognizable. I have a photo taken by Mr. Dan Lee of the Milwaukee Public library Humanities Dept. in 2016 which I’ll send you and you’ll see what I mean about it being overgrown.”

A Milwaukee trolley bus is on National Avenue on May 30, 1963. We are looking north on 6th Street, where North Shore Line interurban trains had run until January 21, 1963. The last Milwaukee trolley bus operated in 1965. (William C. Hoffman Photo)

A Milwaukee trolley bus is on National Avenue on May 30, 1963. We are looking north on 6th Street, where North Shore Line interurban trains had run until January 21, 1963. The last Milwaukee trolley bus operated in 1965. (William C. Hoffman Photo)

Fans pushing bus 255 at the Cold Springs Shops at 35th and McKinley on November 4, 1962. (William C. Hoffman Photo)

Fans pushing bus 255 at the Cold Springs Shops at 35th and McKinley on November 4, 1962. (William C. Hoffman Photo)

Fans pushing bus 255 at the Cold Springs Shops at 35th and McKinley on November 4, 1962. (William C. Hoffman Photo)

Fans pushing bus 255 at the Cold Springs Shops at 35th and McKinley on November 4, 1962. (William C. Hoffman Photo)

"Streetliner" bus 886 at the National Railway Museum in Green Bay, WI on September 22, 1963. (William C. Hoffman Photo)

“Streetliner” bus 886 at the National Railway Museum in Green Bay, WI on September 22, 1963. (William C. Hoffman Photo)

The art glass window of the Flint and Pere Marquette Railroad at Fowler and Plankinton in Milwaukee on May 30, 1963. (William C. Hoffman Photo)

The art glass window of the Flint and Pere Marquette Railroad at Fowler and Plankinton in Milwaukee on May 30, 1963. (William C. Hoffman Photo)

On December 4, 1949, Milwaukee Electric car 1121 was operated on the North Shore Line for a fantrip. Here it is at the Oklahoma stop on an embankment in Milwaukee, WI. (William C. Hoffman Photo)

On December 4, 1949, Milwaukee Electric car 1121 was operated on the North Shore Line for a fantrip. Here it is at the Oklahoma stop on an embankment in Milwaukee, WI.
(William C. Hoffman Photo)

Speedrail car 66 at West Junction on June 14, 1951, not long before the entire interurban line was abandoned.

Speedrail car 66 at West Junction on June 14, 1951, not long before the entire interurban line was abandoned.

Speedrail car 66 in Milwaukee on June 14, 1951.  Larry Sakar adds, "car 66 is westbound about to cross the 8th Street bridge. Once across it will go down the ramp to the start of the private right of way."

Speedrail car 66 in Milwaukee on June 14, 1951. Larry Sakar adds, “car 66 is westbound about to cross the 8th Street bridge. Once across it will go down the ramp to the start of the private right of way.”

Speedrail car 66 at the Hales Corners loop on June 14, 1951. Larry Sakar: "It's hard to distinguish in this photo of car 66 rounding Hales Corners Hillcrest loop but in the right side background was the Hales Corners Speedway where they held car races well into the 70's and '80's. Today a Menards occupies the site of the HC loop."

Speedrail car 66 at the Hales Corners loop on June 14, 1951. Larry Sakar: “It’s hard to distinguish in this photo of car 66 rounding Hales Corners Hillcrest loop but in the right side background was the Hales Corners Speedway where they held car races well into the 70’s and ’80’s. Today a Menards occupies the site of the HC loop.”

Milwaukee Electric cars 979 and 914 on private right-of-way on the west side of Milwaukee on May 16, 1953. (William C. Hoffman Photo)

Milwaukee Electric cars 979 and 914 on private right-of-way on the west side of Milwaukee on May 16, 1953. (William C. Hoffman Photo)

Wisconsin Electric Power Company loco L-9 at the Lakeside power plant on June 12, 1955. (William C. Hoffman Photo)

Wisconsin Electric Power Company loco L-9 at the Lakeside power plant on June 12, 1955.
(William C. Hoffman Photo)

Milwaukee Rapid Transit and Speedrail articulated car 50 on Everett Street at the Milwaukee terminal on June 17, 1951. (William C. Hoffman Photo)

Milwaukee Rapid Transit and Speedrail articulated car 50 on Everett Street at the Milwaukee terminal on June 17, 1951.
(William C. Hoffman Photo)

Speedrail heavyweight cars 1193 and 1192 at the Milwaukee terminal on July 4, 1950. 1192 was wrecked less than two months later. The heavyweight cars were only used during rush hours. (William C. Hoffman Photo)

Speedrail heavyweight cars 1193 and 1192 at the Milwaukee terminal on July 4, 1950.
1192 was wrecked less than two months later. The heavyweight cars were only used during rush hours. (William C. Hoffman Photo)

The old interurban and rapid transit terminal at 2nd and Michigan Streets in Milwaukee on August 27, 1961. (William C. Hoffman Photo) Larry Sakar: "Great shot of the Public Service Building a decade after the Rapid Transit had been abandoned. I think you should say this is the southeast corner of N. 3rd & W. Michigan Streets. The caption gives the impression that it's 2nd Street. Greyhound would occupy the building for four more years before moving to its new terminal on the northeast corner of N. 7th & W. Michigan Streets in early February 1965. I don't know what's in there now. Greyhound moved to the new Intermodal station on the west end of the Amtrak station at 5th & St. Paul around 2006. Three years later Badger Coach which was directly across N. 7th Street. moved there in 2009. It is now the sole bus terminal in Milwaukee."

The old interurban and rapid transit terminal at 2nd and Michigan Streets in Milwaukee on August 27, 1961. (William C. Hoffman Photo) Larry Sakar: “Great shot of the Public Service Building a decade after the Rapid Transit had been abandoned. I think you should say this is the southeast corner of N. 3rd & W. Michigan Streets. The caption gives the impression that it’s 2nd Street. Greyhound would occupy the building for four more years before moving to its new terminal on the northeast corner of N. 7th & W. Michigan Streets in early February 1965. I don’t know what’s in there now. Greyhound moved to the new Intermodal station on the west end of the Amtrak station at 5th & St. Paul around 2006. Three years later Badger Coach which was directly across N. 7th Street. moved there in 2009. It is now the sole bus terminal in Milwaukee.”

Double-pole streetcar 801 is at the Fond Du Lac station in Milwaukee on May 4, 1958. (William C. Hoffman Photo)

Double-pole streetcar 801 is at the Fond Du Lac station in Milwaukee on May 4, 1958. (William C. Hoffman Photo)

On August 2, 1964, Milwaukee streetcar 978 is on static display at the Mid-Continent Railway Museum in North Freedom, WI. After moving around to several places after its 1958 retirement, car 978 is now at the East Troy Electric Railroad. (William C. Hoffman Photo)

On August 2, 1964, Milwaukee streetcar 978 is on static display at the Mid-Continent Railway Museum in North Freedom, WI. After moving around to several places after its 1958 retirement, car 978 is now at the East Troy Electric Railroad. (William C. Hoffman Photo)

The view west along the old Milwaukee Electric right-of-way over the North Shore Line in south Milwaukee on September 9, 1962. (William C. Hoffman Photo)

The view west along the old Milwaukee Electric right-of-way over the North Shore Line in south Milwaukee on September 9, 1962. (William C. Hoffman Photo)

Speedrail snow plow U-5 is at the Milwaukee terminal on June 17. 1951. (William C. Hoffman Photo)

Speedrail snow plow U-5 is at the Milwaukee terminal on June 17. 1951. (William C. Hoffman Photo)

Old heavyweight Milwaukee Electric steel car 1115, later operated under Speedrail, is shown at the Everett Street terminal in Milwaukee on June 17, 1951. (William C. Hoffman Photo)

Old heavyweight Milwaukee Electric steel car 1115, later operated under Speedrail, is shown at the Everett Street terminal in Milwaukee on June 17, 1951. (William C. Hoffman Photo)

On July 4, 1950, several Speedrail cars are shown at the Milwaukee terminal. Car 1192, at right, was involved in a head-on collision on September 2, 1950. (William C. Hoffman Photo)

On July 4, 1950, several Speedrail cars are shown at the Milwaukee terminal. Car 1192, at right, was involved in a head-on collision on September 2, 1950. (William C. Hoffman Photo)

Milwaukee Electric (aka Speedrail) car 1115 is at the Waukesha loop on July 16, 1950. Larry Sakar: "Car 1115 seen on the Waukesha loop on 7-16-50 was part two of a four-part fan trip. I do not know who sponsored it. The morning trip to Waukesha used lightweight duplex 31-32 to Waukesha. At Waukesha loop the fans boarded ex TM now Speedrail car 1115 for the return trip to Milwaukee. There are a number of pictures of it at West Junction, including that one I think I shared with you long ago where Speedrail VP of operations Ed Tennyson appears to be chewing out the conductor. The afternoon trip to Hales Corners Hillcrest loop used curved side car 65 to Hales Corners and ex AE&FR, ex SHRT 301 for the return to Milwaukee. While backing across the Honey Creek Parkway bridge for a photo run-by, the trolley pole came off the wire and struck the catenary arm, bending it like a pretzel. Those cars did not carry a spare pole. In fact, I'm not aware if TM or any of its successors ever did. They moved the front pole around and it got them back to the Public Service Building."

Milwaukee Electric (aka Speedrail) car 1115 is at the Waukesha loop on July 16, 1950. Larry Sakar: “Car 1115 seen on the Waukesha loop on 7-16-50 was part two of a four-part fan trip. I do not know who sponsored it. The morning trip to Waukesha used lightweight duplex 31-32 to Waukesha. At Waukesha loop the fans boarded ex TM now Speedrail car 1115 for the return trip to Milwaukee. There are a number of pictures of it at West Junction, including that one I think I shared with you long ago where Speedrail VP of operations Ed Tennyson appears to be chewing out the conductor. The afternoon trip to Hales Corners Hillcrest loop used curved side car 65 to Hales Corners and ex AE&FR, ex SHRT 301 for the return to Milwaukee. While backing across the Honey Creek Parkway bridge for a photo run-by, the trolley pole came off the wire and struck the catenary arm, bending it like a pretzel. Those cars did not carry a spare pole. In fact, I’m not aware if TM or any of its successors ever did. They moved the front pole around and it got them back to the Public Service Building.”

On June 14, 1951, Speedrail car 66 is at the Waukesha loop. Refurbishing this curved-sided car, originally built by the Cincinnati Car Company and purchased used from Lehigh Valley Transit, was a last-ditch effort to save the line. Unfortunately, this car only ran in Milwaukee for a few weeks before the line quit. Larry Sakar: "The caption says that car 66 operated for "just a few weeks" before the end of Speedrail on 6-30-51. The 66 made its debut on a fan trip on the Waukesha line on March 31, 1951. It operated in regular service over both the Waukesha and Hales Corners lines through the very last day. I have a color print from a slide of it stopping at Waukesha East Limits on 6-30-51. It is credited to the late George Krambles."

On June 14, 1951, Speedrail car 66 is at the Waukesha loop. Refurbishing this curved-sided car, originally built by the Cincinnati Car Company and purchased used from Lehigh Valley Transit, was a last-ditch effort to save the line. Unfortunately, this car only ran in Milwaukee for a few weeks before the line quit. Larry Sakar: “The caption says that car 66 operated for “just a few weeks” before the end of Speedrail on 6-30-51. The 66 made its debut on a fan trip on the Waukesha line on March 31, 1951. It operated in regular service over both the Waukesha and Hales Corners lines through the very last day. I have a color print from a slide of it stopping at Waukesha East Limits on 6-30-51. It is credited to the late George Krambles.”

Speedrail car 1192, which was heavily damaged in a horrific head-on collision, as it appeared in September 1951.

Speedrail car 1192, which was heavily damaged in a horrific head-on collision, as it appeared in September 1951.

Speedrail car 62 leaves the Milwaukee terminal on June 14, 1951.

Speedrail car 62 leaves the Milwaukee terminal on June 14, 1951.

Milwaukee Electric 801 is on the Wells Street trestle on May 6, 1950.

Milwaukee Electric 801 is on the Wells Street trestle on May 6, 1950.

Milwaukee Electric car 801, equipped with two trolley poles, is at the Fond Du Lac barns on September 5, 1954.

Milwaukee Electric car 801, equipped with two trolley poles, is at the Fond Du Lac barns on September 5, 1954.

On May 22, 1955, Milwaukee Electric loco L10 and some hopper cars are on the #10 route. Larry Sakar: "This is not the Route 10 line. No freight service ever crossed the Wells Street viaduct which I'm guessing is what whoever wrote the caption thought this was. It is actually the Lakeside Belt Line crossing South 60th Street, a short distance north of where I live. Today, you'd never know it was there!"

On May 22, 1955, Milwaukee Electric loco L10 and some hopper cars are on the #10 route. Larry Sakar: “This is not the Route 10 line. No freight service ever crossed the Wells Street viaduct which I’m guessing is what whoever wrote the caption thought this was. It is actually the Lakeside Belt Line crossing South 60th Street, a short distance north of where I live. Today, you’d never know it was there!”

On May 16, 1953, Milwaukee Electric 921 is on the long trestle on the line to Wauwatosa.

On May 16, 1953, Milwaukee Electric 921 is on the long trestle on the line to Wauwatosa.

Milwaukee Electric 994 is on the Howell line in Milwaukee on August 12, 1955.

Milwaukee Electric 994 is on the Howell line in Milwaukee on August 12, 1955.

Milwaukee streetcar 962 is on the West Allis route on September 14, 1953.

Milwaukee streetcar 962 is on the West Allis route on September 14, 1953.

Chicago Aurora and Elgin car 407 at Green Valley in Lombard at Brewster Avenue.

Chicago Aurora and Elgin car 407 at Green Valley in Lombard at Brewster Avenue.

CA&E car 411 heads up a train in Wheaton.

CA&E car 411 heads up a train in Wheaton.

CTA 2891 is heading west, crossing First Avenue in suburban Maywood in November 1951. The Refiner's Pride gas station at rear was run by "Montana Charlie" Reid. He operated a chain of such stations in the western suburbs here. He also owned Montana Charlie's Chuck Wagon, a restaurant in Villa Park. Although Charlie himself is long gone (he died in the early 1980s), his name is still used on a flea market in Bolingbrook, Montana Charlie's Little America. (Truman Hefner Photo)

CTA 2891 is heading west, crossing First Avenue in suburban Maywood in November 1951. The Refiner’s Pride gas station at rear was run by “Montana Charlie” Reid. He operated a chain of such stations in the western suburbs here. He also owned Montana Charlie’s Chuck Wagon, a restaurant in Villa Park. Although Charlie himself is long gone (he died in the early 1980s), his name is still used on a flea market in Bolingbrook, Montana Charlie’s Little America. (Truman Hefner Photo)

The Refiner's Pride gas station on first Avenue in Maywood was part of a chain that included this location in Forest Park, and included a small convenience store. The Forest Park location is still in business as Refiners Citgo. (Forest Park Review Photo)

The Refiner’s Pride gas station on first Avenue in Maywood was part of a chain that included this location in Forest Park, and included a small convenience store. The Forest Park location is still in business as Refiners Citgo. (Forest Park Review Photo)

From the Chicago Tribune, September 19, 2004: "As for the real Montana Charlie, he is described as an exciting character with a colorful, almost improbable background. Montana Charlie Reid "was born and raised on the North Side of Chicago but while in his early teens, during the previous turn of the century [19th to the 20th], he yearned to be a cowboy," Donahue says. "So he got on his horse and rode it all the way to Montana, where he got a job on a ranch. "He learned trick riding and became involved with traveling carnivals and circus acts. As he went through life, he tried his hand at various other things -- including chauffeuring an oil tycoon. When his employer died, he left his estate to Montana Charlie."

From the Chicago Tribune, September 19, 2004: “As for the real Montana Charlie, he is described as an exciting character with a colorful, almost improbable background. Montana Charlie Reid “was born and raised on the North Side of Chicago but while in his early teens, during the previous turn of the century [19th to the 20th], he yearned to be a cowboy,” Donahue says. “So he got on his horse and rode it all the way to Montana, where he got a job on a ranch.
“He learned trick riding and became involved with traveling carnivals and circus acts. As he went through life, he tried his hand at various other things — including chauffeuring an oil tycoon. When his employer died, he left his estate to Montana Charlie.”

CTA 2920 at the ground level Harrison Street station on the Westchester route in May 1951. (Truman Hefner Photo)

CTA 2920 at the ground level Harrison Street station on the Westchester route in May 1951.
(Truman Hefner Photo)

CTA 2889 heads south into an open cut near the Roosevelt Road station in March 1951, while passing several cars in storage nearby. (Truman Hefner Photo)

CTA 2889 heads south into an open cut near the Roosevelt Road station in March 1951, while passing several cars in storage nearby.
(Truman Hefner Photo)

CTA 2863 is at the Roosevelt Road station on the Westchester line in April 1951. (Truman Hefner Photo)

CTA 2863 is at the Roosevelt Road station on the Westchester line in April 1951. (Truman Hefner Photo)

CTA 2721 is eastbound, west of the DesPlaines Avenue station in April 1951. The gas holder at right was a longtime Forest Park landmark. (Truman Hefner Photo)

CTA 2721 is eastbound, west of the DesPlaines Avenue station in April 1951. The gas holder at right was a longtime Forest Park landmark. (Truman Hefner Photo)

CTA 2904 approaches the Roosevelt Road station in January 1951. (Truman Hefner Photo)

CTA 2904 approaches the Roosevelt Road station in January 1951. (Truman Hefner Photo)

CTA 2908 is eastbound, having crossed First Avenue in Maywood. The old Refiner's Pride gas station is in the background. The date given here (June 1952) must be wrong, as the Westchester branch quit in December 1951. (Truman Hefner Photo)

CTA 2908 is eastbound, having crossed First Avenue in Maywood. The old Refiner’s Pride gas station is in the background. The date given here (June 1952) must be wrong, as the Westchester branch quit in December 1951. (Truman Hefner Photo)

CTA 2823 is between First Avenue and DesPlaines Avenue, having just crossed over the DesPlaines River. The date given (October 1952) must be wrong, as the Westchester branch quit in December 1951. (Truman Hefner Photo)

CTA 2823 is between First Avenue and DesPlaines Avenue, having just crossed over the DesPlaines River. The date given (October 1952) must be wrong, as the Westchester branch quit in December 1951. (Truman Hefner Photo)

CTA 2922 crossing railroad tracks near DesPlaines Avenue. The date given is January 1952. (Truman Hefner Photo)

CTA 2922 crossing railroad tracks near DesPlaines Avenue. The date given is January 1952. (Truman Hefner Photo)

CTA 2859 and one additional car are southbound, having just stopped at the Roosevelt Road station on the Westchester route. The date given (March 1952) must be incorrect, as service on the Westchester "L" ended the previous December. Notice the two tracks went down to one here, for the rest of the line, which ended at Mannheim Road and 22nd Street. (Truman Hefner Photo)

CTA 2859 and one additional car are southbound, having just stopped at the Roosevelt Road station on the Westchester route. The date given (March 1952) must be incorrect, as service on the Westchester “L” ended the previous December. Notice the two tracks went down to one here, for the rest of the line, which ended at Mannheim Road and 22nd Street. (Truman Hefner Photo)

In April 1951, CTA 2731 heads south, about to cross Madison Street just west of Bellwood Avenue in suburban Bellwood. A black-and-white version of this picture appears in my book Chicago's Lost "L"s. Just north of here, the Westchester branch merged with the Chicago Aurora & Elgin main line. As far as I know, the house at right is still there.

In April 1951, CTA 2731 heads south, about to cross Madison Street just west of Bellwood Avenue in suburban Bellwood. A black-and-white version of this picture appears in my book Chicago’s Lost “L”s. Just north of here, the Westchester branch merged with the Chicago Aurora & Elgin main line. As far as I know, the house at right is still there.
(Truman Hefner Photo)

CTA 2820 is on the CA&E main line in Bellwood in February 1951. (Truman Hefner Photo)

CTA 2820 is on the CA&E main line in Bellwood in February 1951. (Truman Hefner Photo)

CTA 2834 is westbound, just west of DesPlaines Avenue, in April 1951. (Truman Hefner Photo)

CTA 2834 is westbound, just west of DesPlaines Avenue, in April 1951. (Truman Hefner Photo)

CTA 2899 is at the Roosevelt Road station in February 1951. (Truman Hefner Photo)

CTA 2899 is at the Roosevelt Road station in February 1951. (Truman Hefner Photo)

CTA 2806 and another car are in an open cut near the Roosevelt Road station in February 1951. (Truman Hefner Photo)

CTA 2806 and another car are in an open cut near the Roosevelt Road station in February 1951. (Truman Hefner Photo)

CTA 2814 crosses Harrison Street in April 1951. (Truman Hefner Photo)

CTA 2814 crosses Harrison Street in April 1951.
(Truman Hefner Photo)

This slide was definitely mislabeled. It was actually taken on the CA&E main line, just west of 25th Avenue. I believe the train is westbound. (Truman Hefner Photo)

This slide was definitely mislabeled. It was actually taken on the CA&E main line, just west of 25th Avenue. I believe the train is westbound. (Truman Hefner Photo)

CTA 2817 is just east of 25th Avenue, where the Chicago Great Western had a freight yard, on the CA&E main line. The train is eastbound. (Truman Hefner Photo)

CTA 2817 is just east of 25th Avenue, where the Chicago Great Western had a freight yard, on the CA&E main line. The train is eastbound. (Truman Hefner Photo)

Did Not Win

We have to compete with other people to purchase slides, prints, and negatives. As funds are always limited, we do not always win these auctions. Here are some photos that we did not win, but are still worth another look.

Here is a nice view of the Douglas Park yard at 54th Avenue in 1966, showing the old right-of-way that extended west of here until the line was cut back in 1952. The occasion was a fantrip.

Here is a nice view of the Douglas Park yard at 54th Avenue in 1966, showing the old right-of-way that extended west of here until the line was cut back in 1952. The occasion was a fantrip.

Here is an excellent early photo of the Met "L" station at Gunderson, courtesy of LeRoy Blommaert. Gunderson is a side street running north-south in Oak Park, located between East Avenue and Ridgeland. When the "L" came through here, it was a new development, and hence, got its own station. The East Avenue entrance to the Blue Line station at Oak Park Avenue is its nearest contemporary replacement.

Here is an excellent early photo of the Met “L” station at Gunderson, courtesy of LeRoy Blommaert. Gunderson is a side street running north-south in Oak Park, located between East Avenue and Ridgeland. When the “L” came through here, it was a new development, and hence, got its own station. The East Avenue entrance to the Blue Line station at Oak Park Avenue is its nearest contemporary replacement.

This real photo postcard recently sold for $60.99 on eBay. I did not win the auction. It shows a Chicago Union Traction streetcar signed for Evanston. Not sure if this was before or after service terminated at the city limits, so it could actually have terminated in Evanston itself.

This real photo postcard recently sold for $60.99 on eBay. I did not win the auction. It shows a Chicago Union Traction streetcar signed for Evanston. Not sure if this was before or after service terminated at the city limits, so it could actually have terminated in Evanston itself.

Here is a mystery photo for you. Where was this picture of North Shore Line car 420 taken? Zach E.: "The mystery photo of CNS&M 420 was taken at the Seashore Trolley Museum in Kennebunkport, Maine."

Here is a mystery photo for you. Where was this picture of North Shore Line car 420 taken? Zach E.: “The mystery photo of CNS&M 420 was taken at the Seashore Trolley Museum in Kennebunkport, Maine.”