This remarkable photo, taken circa 1955-57, shows a wooden CTA “L” car on the Stock Yards branch with cattle, and in color to boot. We are looking east from the Exchange station.
It’s been a month since our last post, but it hasn’t been for lack of effort. Lately, it’s been work, work, work around here. We have been hard at work on our next book, which will be about the North Shore Line, doing research, scanning, and collecting images.
We also have many new photo finds of our own, including 24 snapshots that we purchased as a batch. The photographer is not known, but must have been someone who traveled a lot, as there are pictures from Chicago, the Pittsburgh area, Milwaukee, and one other unidentified city.
The Pittsburgh photos are intriguing, as some of them appear to show the Pittsburgh Railways interurban to Washington, PA, which ran PCC cars. There are some mysteries about the Milwaukee pictures as well.
Perhaps some of our readers can help identify the locations.
We received another batch of negatives from John V. Engleman, many of which are 60 years old, and have scanned a few dozen of these, mostly from the North Shore Line. Mr. Engleman is an excellent photographer and like the other photos of his we have shared in previous posts, there are many great shots, both black-and-white and color.
According to Mr. Engleman, he rode the North Shore Line twice– first in the summer of 1961, and then on the last full day of service, January 20, 1963. The extreme difference in weather should make it easy to tell which photos are which.
60-year-old color negatives present many challenges when scanning. The film has a base coat which has itself faded, just as the other colors in the image have, and it took a bit longer than usual to color correct these.
Then, there were the inevitable plethora of scratches and spots that had to be painstakingly removed using Photoshop. Working over each one of those images took me at least an hour, and sometimes longer. I could only do a few of these each day.
The color negs were 127 size, which is about four times as large as 35mm. So while early 1960s color negative film was grainy, the larger film size makes up for this to some extent, and the results are quite acceptable.
Mr. Engleman’s black-and-whites were shot on 120 film, which is even larger than 127, and presented no difficulties. We thank him profusely for generously sharing these previously unseen photos with our readers.
If a picture is worth 1000 words, then I say let these pictures speak for themselves. To me, they speak volumes.
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.
Remembering Don Ross
It’s come to my attention that R. Donald Ross passed away on January 18th, aged 90. His career as a railfan photographer and historian began in 1946, and stretched out for more than 75 years. He cast a long shadow.
He started out as an avid photographer, and occasionally I will run across one with his name stamped on the back. But he was also an early, and active volunteer at railway museums, and scouted out possible locations for the Illinois Railway Museum when they had to vacate from the Chicago Hardware Foundry site in North Chicago.
He helped identify the former Elgin and Belvedere interurban right-of-way in Union as a potential site for the museum, where it is today. Other potential sites included the Chicago Aurora & Elgin‘s former Batavia branch, and the current sites of both the Fox River Trolley Museum and East Troy Railroad Museum.
In recent years, he worked hard at developing Don’s Rail Photos, a vast resource for information about hundreds of different railroads. This was not his only web site, as his interests ranged far afield.
I have not found an obituary for Mr. Ross. Nowadays, it doesn’t seem like everyone gets one. I don’t know what sort of provisions he made to continue his web site in the future, but it would be a shame if everything he worked so hard to create eventually disappears.
He will definitely be missed.
Our Annual Fundraiser
We are pleased to report we have exceeded our annual fundraising goal, with a total of $1055 received to date. These funds have already been put to good use, paying for our annual hosting fees, WordPress subscriptions, material for our next book, and for this blog.
We are very grateful to everyone who contributed. We could not continue this site without your kind assistance.
We accept donations 365 days a year. If you wish to help, there are links at the top and bottom of this page.
We thank you in advance for your time and consideration.
Photos by John V. Engleman
Silverliners at the Milwaukee terminal. (John V. Engleman Photo)
Silverliners at the Milwaukee terminal. (John V. Engleman Photo)
A great night shot of an Electroliner at Roosevelt Road in Chicago. This was the southern terminus for the North Shore Line for many years, and from 1949 to 1963 the interurban had this CTA station all to themselves. (John V. Engleman Photo)
A rather blurry shot of an Electroliner at Roosevelt Road. (John V. Engleman Photo)
This is North Chicago. (John V. Engleman Photo)
This is North Chicago. (John V. Engleman Photo)
This has been identified as North Chicago. (John V. Engleman Photo)
A stately Electroliner on a snowy day in Milwaukee. (John V. Engleman Photo)
Roosevelt Road with car 255 in the pocket. (John V. Engleman Photo)
CTA trolley bus 9648 heads west, as seen from the Belmont “L” station. (John V. Engleman Photo)
A great shot of an Electroliner at Roosevelt Road on a winter’s day. (John V. Engleman Photo)
Roosevelt Road. (John V. Engleman Photo)
The Milwaukee Terminal. (John V. Engleman Photo)
The Milwaukee Terminal. (John V. Engleman Photo)
Although this image was spoiled by a double exposure, it is still a nice view of the Milwaukee Terminal in winter. (John V. Engleman Photo)
An Electroliner at the Milwaukee Terminal. (John V. Engleman Photo)
Here. we are looking north from the Belmont “L” station, and the platform at left was used only by southbound North Shore trains. As Graham Garfield’s http://www.chicago-l.org website notes, “Beginning in 1919, North Shore Line interurban trains reached downtown Chicago over the North Side “L”. Although the “L” and interurban services were separate and had different fares without free transfers, they shared a number of stops — Belmont being one common stop — with little effort to separate passengers. This was in large part because the North Shore Line and the “L” were both owned by common interests, led by Samuel Insull. This ended in 1947 when the CTA assumed ownership and operation of the “L”, and thereafter the Authority was disinclined to allow free transfer of North Shore Line riders to the “L”. Thus, from 1953 until the end of North Shore Line service in 1963, Belmont actually had three platforms: there was an additional very narrow North Shore Line exit-only platform built along the west side of the “L” structure, extending from the south side of Belmont Avenue to a point somewhat north of the ends of the center platforms. (Traffic-separation arrangements were also adopted at Howard and Wilson, but never at the other stations used by inbound North Shore trains.) Passengers could disembark on this platform only, and were deposited onto the sidewalk on Belmont. If they wanted to transfer to the “L”, they had to reenter the station and pay another fare. Northbound North Shore Line trains continued to share the island platform used by “L” customers, although there was probably more boarding of the interurban northbound than alighting, and the North Shore Line had personnel aboard their trains to collect fares at all times.” (John V. Engleman Photo)
NSL 771 and train are heading east at LaSalle and Van Buren on the Loop “L”, making this a southbound train in the morning. (John V. Engleman Photo)
A Silverliner at the head of a train. Not sure of the location. (John V. Engleman Photo) Zach E. says this is 769 at Lake Bluff.
The Mundelein Terminal. (John V. Engleman Photo)
NSL 743 is northbound on the 6th Street Viaduct. (John V. Engleman Photo)
North Shore Line Silverliners at the Milwaukee Terminal. (John V. Engleman Photo)
A southbound Silverliner at Belmont. (John V. Engleman Photo)
An Electroliner has arrived and its trolley pole hasn’t yet been turned around. (John V. Engleman Photo)
Such a classic view of the Milwaukee Terminal. (John V. Engleman Photo)
An Electroliner at the Milwaukee Terminal. (John V. Engleman Photo)
The Milwaukee Terminal. This picture, at least, could have been taken in 1962, judging by the nearby billboard. (John V. Engleman Photo)
Red Pullman 460 at South Shops, as part of the CTA historical collection, possibly after the end of streetcar service, which ended in 1958. (John V. Engleman Photo)
Prewar PCC 4021 and red Pullman 460 were part of the CTA’s historical collection when this picture was taken at South Shops, possibly around 1959. Both cars are now at the Illinois Railway Museum. (John V. Engleman Photo)
This was scanned from a copy negative of an Electroliner in action. (John V. Engleman Collection)
The CTA Skokie Swift opened in April 1964, and it’s possible this picture was taken not long after that at Dempster Street in Skokie. (John V. Engleman Photo) Spence Ziegler adds, “The Skokie Swift Car at Dempster St was taken after June, 1965 as the former North Shore Line catenary towers north of Dempster St. are gone.”
It’s not entirely clear just when this picture was taken at DesPlaines Avenue on the Congress line, but my guess is 1960-61. There are some CTA single-car units visible, and the first of these were delivered in 1960. But in this and the other shot, I don’t see the shops building, which was completed in 1962. We are looking west, with the old Forest Park gas holder in the distance. (John V. Engleman Photo)
The yard at the DesPlaines Avenue terminal, circa 1960-61. (John V. Engleman Photo)
CTA 5002 at Kimball in Lawrence, most likely in June 1962 (based on the platform signage). (John V. Engleman Photo)
CSL PCC 4050 is at Madison and Austin, and appears to have some front-end damage. The motorman does not look too happy about having his picture taken. (John V. Engleman Collection)
CTA PCC 4110 exits the Washington streetcar tunnel in the early 1950s, with a Chicago Motor Coach bus at left. We are looking west. (John V. Engleman Collection)
The same location today. Note the building on the left matches.
This is a North Shore Line city streetcar in Milwaukee. The caption that came with this one said, “Last day run past North Shore depot.” If so, this would be 1951.
CTA wooden “L” cars 390 and 280 make a fantrip photo stop at Austin Boulevard on the Garfield Park line on April 14, 1957. This was a temporary station due to ongoing construction of the Congress Expressway in this area.
North Shore Line car 154 survived the abandonment, only to succumb to the ravages of neglect many years later. Here, we see it in Anderson, IN on July 16, 1965, where it was pulled around by a locomotive. It eventually went to a museum in Worthington, OH where it was allowed to deteriorate. Considered in too bad shape to restore, it was purchased by another museum in Michigan, stripped of usable parts for the restoration of a different (non-NSL) car in their collection, and its carcass was unceremoniously dumped in a field, where it is now offered to anyone in need of a spare room or chicken coop.
From 1922 to 1938, North Shore Line cars ran to the south side. Here, we see a fantrip train, headed up by Silverliner 409, at 61st Street on one of those latter-day fantrips prior to the 1963 abandonment.
CTA red Pullman streetcar 208 appears to be signed for Route 9 – Ashland, which would make this a car headed east between Paulina and Ashland, where it will turn north. Streetcars were not permitted on boulevards, which meant they could not travel on Ashland between Lake Street and Roosevelt Road. Buses replaced streetcars on the Ashland and Lake routes in 1954. (William C. Hoffman Photo)
CTA PCC 7240, signed for 77th and Vincennes (South Shops). (William C. Hoffman Photo) Mike Franklin: “Car 7240 is e/b on 69th St at Morgan St.” Our resident South Side expert M.E. adds: “This photo needs further explanation. For many years, the 69th and Ashland barn housed Western Avenue PCC cars. After that barn closed in the early 1950s, the only remaining carbarn for PCC cars on the south side was at 77th and Vincennes. The CTA left the trackage alive on 69th St. between Western and Wentworth for the sole purpose of moving Western Avenue PCCs back and forth. (Trackage along Wentworth and Vincennes was still in use by route 22.) The car in this photo is heading home to the 77th and Vincennes barn.”
CTA PCC 7180 is northbound on Dearborn at Congress in the mid-1950s.
The Garfield Park “L” temporary trackage at street level in Van Bure Street at Damen Avenue, some time around 1954 as the Congress Expressway is still under construction nearby (but the old “L” structure has already been removed).
The same location. A Buick heads south on Damen while an eastbound Garfield Park train waits for the lights to change before crossing.
North Shore Line 742 and a Silverliner at the Milwaukee Terminal in the early-to-mid 1950s.
This CTA preliminary study, circa 1954-55, shows plans for the Congress-Douglas-Milwaukee route that went into service in 1958. Planning for the section west of Cicero was somewhat tentative and differed from what was eventually built. At this stage, Laramie Yard was to be retained, and connected to the Congress line via a flyover. Eventually, it was decided to move the yard to DesPlaines Avenue, but at the time the land was not owned by the CTA. A platform area on the map at Laramie was not a station, but intended for use adding and cutting cars. The Austin-Menard station would have been located east of Austin Boulevard. Instead, it was built west of there, with a secondary entrance at Lombard. Once it was decided to add a secondary entrance to the Oak Park Avenue station at East Avenue, it was no longer necessary to have a new station at Ridgeland (as a replacement for Gunderson, which was located on a side street). During construction of the Congress Expressway in Oak Park and Forest Park, there were eventually three different temporary track configurations used.
A northbound NSL two-car train stops at Dempster Street in Skokie on March 26, 1960.
North Shore Line conventional cars and an Electroliner meet at Edison Court in Waukegan on August 31, 1957. (Stephen D. Maguire Photo)
On June 19, 1953, a three-car Chicago Auror and Elgin train approaches the Halsted “L” station in the four-track Met main line. We are looking to the northeast. The cars are 52, 317, and 304. (Robert Selle Photo)
Chicago Aurora and Elgin wood car 139 at Wheaton Yards on May 30, 1952. Don’s Rail Photos: “138 thru 141 were built by American Car in 1910. They were rebuilt for Elevated compatibility in 1919. They were also leased to the CA&E in 1936, returned to the CNS&M in 1945, and sold to the CA&E in 1946.” Once the CA&E stopped running downtown via CTA tracks in September 1953, the former North Shore cars were no longer needed and were scrapped the following year. (Robert Selle Photo)
CA&E car 129 at the Wheaton Yards on May 30, 1952. Don’s Rail Photos: “129 was built by Jewett Car in 1907. It was rebuilt in 1914 and leased to Chicago Aurora & Elgin and modified in 1936. It was returned to CNS&M in 1945 and sold to CA&E in 1946. It was scrapped in 1951.” (Note- the scrapping date is in error.) (Robert Selle Photo)
CA&E wood car 318 is outbound on the Batavia branch on July 14, 1954, about one block from the Batavia station, on its way to Batavia Junction. Parts of the Batavia branch were somewhat similar to the main line at the Illinois Railway Museum, which you can see in this photo by Robert Selle. As with the rest of the CA&E, passenger service continued until the abrupt mid-day abandonment on July 3, 1957.
CA&E cars 406 and 456 meet to pick up and discharge passengers at the Cicero Avenue station on the Garfield Park “L” on August 22, 1953, just less than a month before the interurban cut back service to Forest Park. (Robert Selle Photo)
CA&E car 418 is east of Laramie Avenue on the Garfield Park “L” on February 15, 1953, giving an unusual view of the ramp leading from ground level to the Cicero Avenue station. The middle part of the negative was partially light struck, which could happen with paper-backed roll film. Photographer Robert Selle shot size 616 Kodak Verichrome Pan film. 616 used the same film as 116, resulting in a large negative, but used slightly different spools. Both types were discontinued in 1984, as no cameras had been manufactured using these sizes in decades. Verichrome was designed to give maximum exposure latitude, as it was often used in box cameras that had only one shutter speed. It was discontinued in 2002.
Chicago Surface Lines one-man car 3100. Mike Franklin: “This would be looking north on Leavitt St from just south of Coulter St. Small building above Car 3100 is Chicago Railways Blue Island Ave Sub Station and the larger building further north is their 24th St Car Station.”
A Silverliner departs from the North Shore Line’s Milwaukee Terminal, probably in the late 1950s. I can’t quite make out the number, but it is in the 770s.
The North Shore Line shops at Highwood. Loco 456 pulls a freight train, while one of the line cars is at right.
NSL 157 on a June 17, 1962 fantrip.
I recently purchased these three Ektachrome slides, all taken by the same photographer on June 17, 1962. Ektachrome film from the 1950s through the early 1960s has faded to red over the years. The red dye layer remained stable, while the other colors faded badly. Within a year or two of when these pictures were taken, Kodak had fixed the problem. With modern technology, it is often possible to bring the color back in these red Ektachromes, and restore them to look more like normal. The color-corrected versions follow.
Two trains meet near South Upton Junction.
An Electroliner on June 17, 1962.
A northbound train at North Chicago Junction on June 17, 1962.
CTA prewar PCC 4005 at 63rd Place and Narragansett on July 30, 1948.
CSL 4018 kicking up a cloud of dust on 63rd Place west of Central Avenue, some time between 1948 and 1952. (Richard W. Tesch Photo)
CSL red Pullman 93- is running on Route 35, so this appears to be the 35th Street “L” station on the south side, making the cross street State.
The same location today. The Illinois Institute of Technology campus is at left.
Philadelphia Transportation Company Peter Witt 8500 on September 12, 1955. It was built by Brill around 1926. Kenneth Achtert adds, “I am fairly certain that the photo of PTC #8500 (aab516) is SB on 17th St. just south of Market St., having just turned from westbound on Market St.” Mike Franklin concurs: “Car 8500 is s/b on S 17th St, having just crossed Market St, Philadelphia, Pa.” So, the testimony of two is true.
A train of CTA 4000s at Chicago Avenue on a fantrip around April 1974. By then, these cars had been retired from regular service. When Ravenswood service terminated at Belmont Avenue on Sundays, fans had the stations south of there all to themselves for leisurely photo stops, without worrying about getting in the way of regular service trains.
NSL 767 at the Milwaukee Terminal on May 7, 1942.
A North Shore Line ticket envelope.
This is the Pittsburgh area in the summer of 1952, and quite possibly Washington, PA. Interurban service to here ended the following year. Larry Lovejoy: “All of the Pittsburgh photos are taken within a four block area in downtown Washington, Pennsylvania, aka: “Little Washington”, lest anybody be confused with Washington, DC. The local routes quit in May of 1953. The interurban lasted until August. Photo ab534: Southbound on Main Street at Beau Street. This is a Jefferson & Maiden car headed toward the route’s eastern terminal out East Maiden Street.”
Again, Washington, PA. Note there is a sign that says Washington. Larry Lovejoy: “Photo aab535: Northbound on Main at Chestnut. Not clear whether this a Jefferson & Maiden car or an East & West route car. In the far distance, a North Washington car is turning left from Main onto East Beau Street crossing the path of what appears to be an unknown bus. “
The release date of Abbott and Costello’s Lost in Alaska helps date this picture to summer 1952. Larry Lovejoy: “Photo aab536: North Washington car westbound on Chestnut about to turn south onto Main Street.” (In Washington, PA.) The movie theater on the corner was called the Basle (later the Uptown). It is now used by a church.
The same location today.
Washington, PA. Larry Lovejoy: “Photo aab537: Jefferson & Maiden car northbound on Main Street at Wheeling Street.”
Pittsburgh PCCs, mounted with an extra headlight, operated on two interurbans, including to Washington, PA. Larry Lovejoy: “Photo aab538: Looking south on Main, with Chestnut Street behind the photographer. The interurban PCC facing us is heading northbound to Pittsburgh.”
(Map courtesy of Larry Lovejoy)
Our readers have identified PCC 1760 as St. Louis, and not Pittsburgh as I originally thought. (See the Comments section.) Mike Franklin: “Car 1760 is w/b on Olive St in front of the Old Post Office between 8th & 9th Sts, St Louis, Mo.”
This, and the picture that follows, appear to be from the same city. The car at right in this picture has a 1951 Colorado license plate, but I don’t believe there were any cities in Colorado that used PCC cars, and such a car is visible in the next picture. So that would indicate the vehicle was visiting from another state. Dan Cluley writes: “aab539 is definitely Detroit as suggested. Hudson’s department store is straight ahead with the sign & the flagpole and the skyscraper in the middle left is the Book Tower. Looking at a Detroit streetcar map and lining up those buildings suggests that this is Abbott Street looking NE probably around 2nd or 3rd st. Cars on the Baker line used Abbott one way headed downtown for about ¾ of mile. The newest car I can spot is the 1950 Chevy parked at left, the Baker line was converted to bus in 1952 and the Colorado license plate is either 1951 or 1954, so 1951 seems a good date for the photo.”
Dan Cluley: “aab540 is Highland Park MI, which is a separate community surrounded by the city of Detroit. It is the Woodward Ave carhouse looking east. The 5 stacks in the background are the power house for Ford’s Highland Park plant.”
This looks like the end of the line for a local streetcar. The unknown photographer may have taken this picture looking out the front window of a car that has changed ends.
I am not sure of this location, but that doesn’t look like a Pittsburgh car. Based on the comment on the following picture, this is probably Altoona, PA.
Mike Franklin: “Looking SW on 12th Ave between 13th & 14th Sts, Altoona, Pa.”
The Chicago pictures appear to date to the period around March 1953. This is a southbound Clark-Wentworth PCC at the intersection of Clark and Lake.
In 1953, it was still possible for PCCs to meet at an intersection. One of these is a Madison Street car, and the other a Clark-Wentworth car.
Red Pullman 605 is signed to go to Ashland and 71st. It is turning from Dearborn onto Lake Street. I’m not sure what route it is operating on. Myron Cohen appeared at the Selwyn Theater in Farfel Follies in March 1953, which helps date the photo. Our resident South Side expert M.E. adds: “Because the destination sign reads Ashland – 71st, this streetcar is on route 45, Ashland – Downtown. But I’m not certain the destination sign reads 71st St. It may read 70th St., which was at the south end of the carbarn at 69th and Ashland — the end where the cars entered the barn. Also, I believe route 45 actually ran to the south end of Ashland track at 95th St. There were two rush-hour routes from the south side into the Loop: 45, on Ashland, and 42, on Halsted. Both routes used Archer Ave. and State St. to reach the Loop. I believe the northbound cars turned west on Polk St. to Dearborn, then north to Lake St., then east to State St. and south to Archer.”
Clark and Dearborn did not become one-way streets until November 16, 1953, so this picture was taken before then, looking south along Dearborn north of Lake Street.
The corner of State and Lake.
State and Lake, would be my guess.
Southbound PCCs on Clark Street at Lake.
CTA one-man car 1732 has just turned south onto Dearborn, so it can loop around the block before heading back out west on Route 16 – Lake. Again, most likely in March 1953.
CTA PCC 7059 heads south on Clark Street at Lake. Note a “woody” station wagon at right, with a 1953 Illinois license plate.
A remake of the 1927 film the Jazz Singer, starring Danny Thomas, was playing at the Chicago Theater in March 1953. The Chicago Tribune reviewed it on the 9th, and it was still playing there on the 18th. They called it “lugubrious.”
Here’s what Don’s Rail Photos has to say about Milwaukee Electric car 44, although I am not sure this is the same car: “41 thru 44 were built at Cold Spring in 1912 and 45 thru 51 were built in 1913. They were built primarily for Racine and Kenosha. In 1921 they were rebuilt for one-man service. They were retired in 1931 except for 44, which was retired in 1930 to become a safety discussion room at National Station, and 47, which became the training car at Fond du Lac Station in 1930 and was retired in 1932. They were scrapped in 1931 and 1932. 51 was scrapped on October 4, 1932.” Perhaps the car in this picture is up on blocks because it was used as a safety discussion room? I’m not sure where this picture was taken. Also, this picture was taken more like 1951 than 1931. Michael Peters writes, “You’re correct in your guess that #44 isn’t the same car as the one built at TM’s Cold Spring shops in 1912. The confusion comes from this car technically not being a TM car at this point in its life. Per CERA Bulletin 112, the car in the photo was built for TM in 1930 by St. Louis Car Company as part of an order for twenty articulated streetcars (1031 to 1050). Milwaukee practice was to give the lead unit the odd number, trailing unit the even. So in TM service, the car in question was the trailing unit for 1043-1044 and served until after World War II when all cars in the series were withdrawn and stored. In 1949 they were sold to Speedrail and renumbered by the simple expedient of eliminating the first two digits. This is how TM 1043-1044 wound up becoming Speedrail 43-44. It lasted in Speedrail service for about fourteen months until 43-44 was involved in a collision with curved-sider 65 in February 1950. As a result of the collision 43-44 was retired. Judging by the steel columns and “junk” visible in the TM photos, it seems like these were taken at the Milwaukee freight terminal (W. St. Paul Street between 8th and 10th) after Speedrail quit on June 30, 1951. The freight terminal was one of the locations cars were stored before going to Waukesha Gavel Pit for scrapping.” On the other hand, Willie (no last name) writes: “Re: ab555, ab556 and ab557, the stranded Milwaukee Electric cars, I believe these were shot at the Cold Spring shops, at North 38th street and McKinley. The substantial industrial buildings in the background are Harley-Davidson’s main plant, still in use.” Charles Kronenwetter: “Speedrail cars in storage in the 12th St yard prior to scrapping. Nice picture of the 44 up on blocks awaiting repairs that never came. The structure shown at the right is the western end of the Hibernia street elevated track. Notice the pile of what appear to be paving blocks often used between streetcar tracks.”
Milwaukee Electric 1195, part of an articulated “duplex,” possibly after the end of TM interurban service. Don’s Rail Photos: “ In 1923 Cincinnati Car built 12 steel interurban combines for the Indianapolis & Cincinnati Traction Co. In 1928 they were replaced by Cincinnati curved side lightweight cars and became surplus. 4 were sold to the nearby Union Traction of Indiana and the remaining 8 were purchased by the TM in 1929. At Cold Spring Shops they were cut in two just in front of the rear trucks. A new section was built which included an articulated joint which lengthened the cars to 90 feet, seating a total of 84 passengers. The trains were given two numbers per unit. They remained virtually unchanged until they were replaced by lightweight cars in 1950 under Speedrail ownership. 1194-1195 was rebuilt from I&C 612 in 1929 and scrapped in 1952.”
Milwaukee Electric 1195, possibly after the end of TM interurban service.
CRT 1128 heads up a 61st Street Express, heading southbound at Congress and Wabash. As this was just south of the Loop, the train at right is heading northbound. This station closed in 1949, when the CTA revamped north-south service, and was soon removed. This picture dates to before the State Street Subway opened in October 1943, since both wood and steel cars are operating in the same train.
Did Not Win
Much as we try, we just don’t have the resources to purchase all the excellent images that come up for auction. Here are three that we could not get, that are still worth another look:
I did not bid on this negative, as I already had won one one similar to it. This one sold for $141.25, so I am not the only person who sees great value in these old negatives. In this one, you can see Tower 12 in the background, meaning we are south of there, and this station is Congress and Wabash, which closed in 1949. The two buildings at left are still there and the location matches. Photos of this station are quite rare, and like the other image, this one predates the opening of the State Street Subway in October 1943.
This is one I wished I had bid on. Again, it shows the old “L” station at Congress and Wabash. This was the second “L” station on Congress. The first one (later dubbed “Old Congress” was a stub-end terminal just west of here, left on this picture, just out of view. That predated construction of the Loop “L”. This second station was sometimes referred to as “New Congress.”
CSL PCC 4162 running by the Newberry Library and Washington Square Park, aka “Bughouse Square,” where crackpots would jump up on soap boxes and harangue passers by. This car was built by Pullman-Standard. This wasn’t the first postwar PCC, as that was 4062. But it is quite a nice picture.
Jim Schantz writes:
Wonderful selection of photos and congratulations on the Photoshop work! I respect that work as I have done much of it myself.
A couple of guesses: The rear ¾ view of PCC 1760 looks like St. Louis based on the unique-to-St. Louis window layout and the fact that all Pittsburgh 1700’s had roof fans like a Boston car. The shot two photos further down of the carbarn yard with conventional and PCC cars looks to be Detroit based on the livery. It couldn’t be Kansas City as their PCCs didn’t have standee windows, and it appears that these do. The following shot with the single to double track layout could be a Pittsburgh passing siding, such as on route 65, or any other city with passing sidings. It doesn’t look like a terminal to me.
Again thanks for posting these wonderful photos!
You are quite welcome. I hope this will help solve some of the mysteries.
A Guide to the Railroad Record Club E-Book
William A. Steventon recording the sounds of the North Shore Line in April 1956. (Kenneth Gear Collection)
Our good friend Ken Gear has been hard at work on collecting all things related to the late William Steventon’s railroad audio recordings and releases. The result is a new book on disc, A Guide To the Railroad Record Club. This was quite a project and labor of love on Ken’s part!
Kenneth Gear has written and compiled a complete history of William Steventon‘s Railroad Record Club, which issued 42 different LPs of steam, electric, and diesel railroad audio, beginning with its origins in 1953.
This “book on disc” format allows us to present not only a detailed history of the club and an updated account of Kenneth Gear’s purchase of the William Steventon estate, but it also includes audio files, photo scans and movie files. Virtually all the Railroad Record Club archive is gathered in one place!
$10 from the sale of each RRC E-Book will go to Kenneth Gear to repay him for some of his costs in saving this important history.
Now Available on Compact Disc:
RRC08D Railroad Record Club #08 Deluxe Edition: Canadian National: Canadian Railroading in the Days of Steam, Recorded by Elwin Purington The Complete Recording From the Original Master Tapes Price: $15.99
Kenneth Gear‘s doggedness and determination resulted in his tracking down and purchasing the surviving RRC master tapes a few years back, and he has been hard at work having them digitized, at considerable personal expense, so that you and many others can enjoy them with today’s technology. We have already released a few RRC Rarities CDs from Ken’s collection.
When Ken heard the digitized version of RRC LP #08, Canadian National: Canadian Railroading in the Days of Steam, recorded by the late Elwin Purington, he was surprised to find the original tapes were more than twice the length of the 10″ LP. The resulting LP had been considerably edited down to the limited space available, 15 minutes per side.
The scenes were the same, but each was greatly shortened. Now, on compact disc, it is possible to present the full length recordings of this classic LP, which was one of Steventon’s best sellers and an all-around favorite, for the very first time.
Canadian National. Steaming giants pound high iron on mountain trails, rumble over trestles, hit torpedos and whistle for many road crossings. Mountain railroading with heavy power and lingering whistles! Includes locomotives 3566, 4301, 6013, 3560.
Total time – 72:57
$5 from the sale of RRC08D CD will go to Kenneth Gear to repay him for some of his costs in saving this important history.
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.
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A Tribute to the North Shore Line
To commemorate the 50th anniversary of the demise of the fabled North Shore Line interurban in January 2013, Jeffrey L. Wien and Bradley Criss made a very thorough and professional video presentation, covering the entire route between Chicago and Milwaukee and then some. Sadly, both men are gone now, but their work remains, making this video a tribute to them, as much as it is a tribute to the Chicago North Shore & Milwaukee.
Jeff drew on his own vast collections of movie films, both his own and others such as the late William C. Hoffman, wrote and gave the narration. Bradley acted as video editor, and added authentic sound effects from archival recordings of the North Shore Line.
It was always Jeff’s intention to make this video available to the public, but unfortunately, this did not happen in his lifetime. Now, as the caretakers of Jeff’s railfan legacy, we are proud to offer this excellent two-hour program to you for the first time. The result is a fitting tribute to what Jeff called his “Perpetual Adoration,” which was the name of a stop on the interurban.
Jeff was a wholehearted supporter of our activities, and the proceeds from the sale of this disc will help defray some of the expenses of keeping the Trolley Dodger web site going.
Total time – 121:22
# of Discs – 1 Price: $19.99 (Includes shipping within the United States)
Help Support The Trolley Dodger
This is our 285th post, and we are gradually creating a body of work and an online resource for the benefit of all railfans, everywhere. To date, we have received over 851,000 page views, for which we are very grateful.
You can help us continue our original transit research by checking out the fine products in our Online Store.
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The conductor on this gate car, on a westbound Douglas Park train at Western Avenue, is waiting to receive the bell signal from the next car, so he can pass it along. Before “L” trains had door control wired up between cars, this is how the system worked. There were many more conductors– a three car train of wooden “L” cars had two conductors, plus the motorman. The date was February 9, 1954. (William C. Hoffman Photo) Andre Kristopans: “One detail – each train had one motorman and one conductor. Conductor worked between first two cars (or in only car if there was only one). The rest of the men were classified as “guards” and had a slightly lower pay rate. Motorman and conductor stayed together all day, guards worked dependent on train length that trip. They were apparently mostly part timers that only worked the longer rush trains, though for instance on North-South where trains were four cars midday at least one guard worked all day.”
Spring is finally here, and the temps are gradually getting warmer. But here at the Trolley Dodger, we feel we’re getting warmer in other ways as well– in the sense that we’re on to something.
After more than six years, we’re getting closer to what I hoped this site could be when it started. Maybe we’re finally realizing some of our true potential, I don’t know. I will leave such determinations to our readers.
But when I started my first transit blog (this is actually the second), someone opined it was long on potential, and short on execution. And I had to agree that this was so. Hey, nobody knows everything about a subject, and we learn as we go along.
And in six plus years, I feel we have improved both the content of this site (our image library) and the information that we provide. And it does seem to fill a need that was out there. I base that on how often our own articles and pictures come up when I do Internet searches on subjects, and the number of times we see our own pictures re-shared on Facebook.
When folks do share our images on Facebook, though, there are a few things that I would ask. First, do not crop out the watermark on our images that identifies them as having come from here. Second, please provide the correct caption information. Too many times, I have seen either partial, or sometimes even incorrect captions placed on our photos when shared.
Finally, please credit the original photographer, when the name of that person is known.
Today, we have a large number of outstanding classic photos for your consideration. Even better, all of them are from our own collections. Some we purchased, and others are scans of original 35mm slides taken by the late William C. Hoffman.
We recently received the Hoffman collection as part of an overall gift of photographs collected and shot by the late Jeffrey L. Wein, a friend for over 40 years. We thank him for his generosity.
You may have seen duplicate slides over the years from some of these Hoffman shots. Bill Hoffman was an avid photographer, and while not always the best from a technical standpoint, he got many shots that are unique and were either missed, or overlooked, by others.
Bill Hoffman’s strong suit was in documenting things that were fast disappearing, those scenes of everyday life that others took for granted. While many of his pictures are not tack-sharp, at least here, we are working with the “best evidence,” the original slides themselves, and not duplicates.
I don’t know what kind of camera equipment he used back in the day, but after he passed away in the late 1980s, a friend gave me Bill Hoffman’s last camera, which was a screw-mount Leica IIIg, a model from 1957.
Meanwhile, after taking a pause due to the pandemic, work will soon resume on our next book Chicago’s Lost “L”s, scheduled to appear on July 12. It has now reached the proofing stage, and there are still a few changes that need to be made.
Arcadia Publishing has priced this at $23.99, and we are doing our best to make sure that you, the reader, will get an excellent value for your money. We will begin our pre-sale at the beginning of June, and each copy purchased from our Online Store will also include a bonus item, as well as being autographed.
PS- If you want to see even more transit-related content than we can share here, check out our Trolley Dodger Facebook group, which currently has 242 members.
CTA 3156, seen here on the Stock Yards branch in the early 1950s, was built by Brill in 1909 for the Lake Street “L”. After it was no longer needed there, it was used on this shuttle operation in the early-to-mid 1950s, still sporting at least one trolley pole. I am not sure of the exact location here, but it is nearby Agar’s Meats and on a section of “L” that was double-tracked. The men in the foreground were either on the roof of a nearby building, or perhaps on the Chicago Junction Railway embankment, if that was close by. (Wendell E. Grove Photo)
On June 6, 1954, the National Railway Historical Society held a fantrip to say goodbye to trolley service on the Red Arrow interurban to West Chester, PA. Cars 14, 20, and 68 were used, and after 20 broke down, it was towed by 68. This was a photo stop, and the slide identifies the location as either “Milltown” or “Mill farm,” the handwriting is hard to make out.
We actually ran another picture from the same photo stop in a previous post:
Cars 14, 20 and 68 at a photo stop along the West Chester line on the June 6, 1954 NRHS fantrip.
Red Arrow Brill-built “Master Unit” 77, signed for the Sharon Hill line, in the early 1950s. This car, built in 1932, has been preserved, but the last report I have is that it is stored inoperable by the Middletown and Hummelstown Railroad.
Ardmore junction was a favorite spot for photographers on the Red Arrow Lines, as the Norristown High-Speed Line crossed over the trolley line to Ardmore. Many photos such as this were posed on fantrips, up until the end of 1966, when buses replaced rail on the Ardmore branch. The date and circumstances of this photo are not known, other than that it was taken in 1961. Car 66 was built by Brill in 1927, and has been preserved at the Pennsylvania Trolley Museum since 1970.
Over the years, Boston has phased out nearly all the street running on its Green Line trolley system, except for a bit of the E line, which now terminates at Heath. Here, on October 30, 1982, Clark Frazier captured this view of MBTA “picture window” PCC 3314, built by Pullman-Standard in 1951, on Huntington Avenue, going by Mission Park on its way to Arborway as part of a two-car train. Although service on the E line was truncated to Heath, trolleys still run at this location today.
Here is a view of the Lake Street “L” looking north from Garfield Park in September 1963. This was a time between the elevation of the west portion of the line in 1962, and the arrival of the new 2000-series “L” cars in 1964. The line was operated using 4000s, which by then had their trolley poles removed, as Lake was now operated with third rail only. These cars are in mid-day storage on a third track. The following year, a new yard opened in Forest Park, making this kind of storage unnecessary.
Johnstown, PA was the smallest city to operate PCC cars, and was a favorite of photographers, but I don’t recall seeing a lot of winter pictures. Here, Johnstown Traction 412, with its distinctive Pepsi bottlecap advertising on the front, is at the Roxbury Loop on March 14, 1959. Streetcar service ended the following year. (Bill Volkmer Photo)
Officials from Skokie and the CTA cut the ribbon at Dempster Street on April 20, 1964, inaugurating Skokie Swift service on file miles of trackage formerly owned by the North Shore Line interurban, which had quit service just over a year before. This is today’s Yellow Line and is now operated using third rail power rather than overhead wire.
We ran a different picture from this event in a previous post:
On April 20, 1964, CTA and local officials cut the ribbon at Dempster, commencing service on the new five-mile-long Skokie Swift line. This represented but a small portion of the Chicago North Shore and Milwaukee interurban that abandoned service on January 21, 1963. The Chicago Transit Authority had to purchase about half of the Swift route anyway, as their connection to Skokie Shops went over NSL tracks. The CTA decided to offer an express service between Dempster and Howard stations, and put in a large parking lot. Service was put into place using existing equipment at the lowest possible cost. The late George Krambles was put in charge of this project, which received some federal funding as a “demonstration” service, at a time when that was still somewhat unusual. But CTA officials at the time indicated that they would still have started the Swift, even without federal funds. I was nine years old at the time, and rode these trains on the very first day. I can assure you they went 65 miles per hour, as I was watching the speedometer. Needless to say, the experiment was quite successful, and service continues on what is now the Yellow Line today, with the addition of one more stop at Oakton. (Richard Hofer Photo, David Stanley Collection)
A two-car South Shore Line train, made up of cars 103 and 24, has made it to downtown Chicago during a blizzard in January 1979.
This is the back end of a westbound two-car train of 2000s on the Douglas Park “L” in July 1966, approaching the Laramie Avenue station in Cicero. Laramie was closed in 1992, but was reopened in 2002-2003, while the nearby 54th Avenue station was being redone. The station house at Laramie has been declared historic and is the last remaining one of its type, and has been preserved, although no longer used.
A close-up of the previous picture, giving a better view of the Laramie Avenue station, with 54th Avenue off in the distance.
A remnant of the Laramie station, as it looks today.
Pittsburgh PCC 1646 on Arlington Avenue in Pittsburgh on April 25, 1974. This trackage serves as a bypass route for a nearby transit tunnel, and I actually have rode on it twice– the first time was in 1985, when for a short time, it became an actual route, and then again in 2014, on a fantrip. (Joseph Saitta Photo)
North Shore Line combine car 255 on June 1, 1962. Note the variations in paint color on this car, ranging from a dark green to a bluish green. That should be enough to drive would-be modelers crazy in their quest for authenticity. Don’s Rail Photos: “255 was built by Jewett in 1917. It had all of the seats removed in the 1920s to provide a full length baggage car which ran in passenger trains. It was used for the Chicago Symphony Orchestra to move equipment to Ravinia. On July 2, 1942, the 40 seats were replaced. Then on December 1, 1946, the seats were again removed. In addition to the Symphony, the car was used for sailors’ baggage from Great Lakes.”
A train of CTA 2000s on the then-new Dan Ryan line in November 1969 at 79th Street. (Rick Burn Photo)
A South Shore Line train at 130th and the under construction Calumet Superhighway in April 1952. (James P. Shuman Photo)
Since this shows a Logan Square “L” train on the Met main line, just west of the Loop, it must have been taken between August 1950 (when the 6000s were introduced) and February 1951 (when the Dearborn-Milwaukee Subway opened).
This June 1975 photo of a pair of derelict CTA 4000s was, and remains, somewhat of a mystery. The location is marked as “Forest Glen Yard,” which is actually the name of a bus yard on Chicago’s northwest side. I posted this to our Facebook group, in hopes someone might help identify the location. Three possibilities were suggested: CTA Skokie Shops, Michigan City on the South Shore Line, and Joliet. The nearby freight yard and the orange caboose are clues. According to Andre Kristopans, that’s Chuck Tauscher at right. In his prime, he was an excellent photographer. (S. Downey Photo)
A close-up of the late Charles Tauscher, from the previous photo.
I really have no information about this photo, other than that it might be Mexico City. If I had to guess a date, I would say the early 1960s. What attracted me to it is that you don’t see a lot of photos showing a streetcar and a trolley bus together.
In a previous post, we ran a photo of the Logan Square interlocking tower, taken by the late Roger Puta on April 9, 1966, shortly before this tower was replaced by a new one that continued in use until the line was extended in 1970. Another, similar photo turned up recently, and I bought it. Imagine my surprise when it turns out to have been taken mere minutes after the first one! Although I cannot say for certain, this one may also have been taken by Roger Puta. I believe the man at left is his friend Rick Burn, whose name is written on the back of the slide. However, if that is him, he could hardly have taken the picture, and due to the great similarity with the other shot, it’s entirely possible that Roger Puta took this one as well.
Here is the other photo by Roger Puta:
CTA interlocking tower at Logan Square Terminal, Chicago, IL on April 9, 1966 Roger Puta photograph Roger wrote, “The last mechanical interlocking on the CTA and will be replaced with a new tower.”
South Shore Line trains at the Randolph Street Terminal in August 1965. This terminal has since been completely redone and is now underground, beneath Millennium Park.
On May 25, 1958 there was a fantrip on Chicago’s last remaining streetcar line (Wentworth), less than a month before the final run. This included a tour of South Shops at 77th and Vincennes, and the CTA Historical Collection was trotted out one last time for photos, of which there are many circulating. This batch was taken by J. W. Vigrass. The collection was eventually moved to the Lawndale car barn, where it languished until the 1980s, when it was parsed out to various museums.