Our Sixth Anniversary

North Shore Line car 413 heads up a southbound train under wire at the Loyola curve in June 1961, from a Kodachrome II slide. Kodachrome was first introduced in 1935, and it was reformulated in 1961 although still a very slow film at ISO 25. Prior to this it was ISO 10. Don's Rail Photos: "413 was built as a trailer observation car by Cincinnati Car in June 1924, #2765. It was out of service in 1932. 413 was rebuilt on May 28, 1943." (J. William Vigrass Photo)

North Shore Line car 413 heads up a southbound train under wire at the Loyola curve in June 1961, from a Kodachrome II slide. Kodachrome was first introduced in 1935, and it was reformulated in 1961 although still a very slow film at ISO 25. Prior to this it was ISO 10. Don’s Rail Photos: “413 was built as a trailer observation car by Cincinnati Car in June 1924, #2765. It was out of service in 1932. 413 was rebuilt on May 28, 1943.” (J. William Vigrass Photo)

The Trolley Dodger blog started on January 21, 2015, making this our sixth anniversary. We chose the date deliberately, as it was also the day when the fabled North Shore Line interurban ran its last. We wanted there to be beginnings, as well as endings, associated with that date.

In our six years, we have had 262 posts. Here is a breakdown of page views by year:

2015: 107,460
2016: 127,555
2017: 118,990
2018: 121,147
2019: 101,902
2020: 133,246
2021: 8,436 (21 days)
Total: 718,736

Add to that the 297,195 page views from my previous blog, and we are now over a million page views. We thank you for your support.

We have lots for you this go-round… plenty of new images, including many in color, a rare article about the Metropolitan West Side Elevated, some submissions from our readers, and more photos from the William Shapotkin collection, and even a product review. We also have some North Shore Line content.

Enjoy!

-David Sadowski

For more photos and discussions, consider joining the Trolley Dodger Facebook group, which, although new, already has 151 members.

Our Annual Fundraiser

We thank our readers for making 2020 our most successful yet, with 133,246 page views, surpassing our previous record of 2016, and a 30% increase over the previous year. Each January, we ask our readers to help defray the expenses involved with file storage, web hosting, domain registration and other overhead, the “nuts and bolts” things that make this blog possible. Fortunately, thanks to all of you, we have have received $565 to date, meeting our original goal. Additional donations are always welcome, and will be used to purchase more classic images for this site. If you enjoy what you see here, and would like it to continue, please consider making a donation by clicking on this link, or the one at the top or bottom of this post.

We thank you in advance for your time, consideration, and your generous support.

Recent Finds

CTA 979 is southbound on State, just south of Lake Street. Romance on the High Seas, playing at the State-Lake theater, was released on June 25, 1948, probably about the time when this picture was taken. The streetcar still has a CSL emblem as this was early in the CTA era.

CTA 979 is southbound on State, just south of Lake Street. Romance on the High Seas, playing at the State-Lake theater, was released on June 25, 1948, probably about the time when this picture was taken. The streetcar still has a CSL emblem as this was early in the CTA era.

A North Shore Line train at Randolph and Wabash.

A North Shore Line train at Randolph and Wabash.

The North Shore Line's headquarters in Highwood, with line car 604 out front. Not sure what caused the lightstruck portion of the neg, but I may try to repair the image in Photoshop at some future date since it is distracting.

The North Shore Line’s headquarters in Highwood, with line car 604 out front. Not sure what caused the lightstruck portion of the neg, but I may try to repair the image in Photoshop at some future date since it is distracting.

A close-up of the previous image. Don's Rail Photos: "604 was built by the C&ME in 1914. It was acquired by IRM in 1963."

A close-up of the previous image. Don’s Rail Photos: “604 was built by the C&ME in 1914. It was acquired by IRM in 1963.”

I was very fortunate to purchase this 1950s negative showing the CTA Stock Yards branch. Daniel Adams: "The view is facing east, at the intersection of Exchange and Packers Avenues. Racine Avenue Station, the first station encountered when a train consist pulls into the famed Stock Yards loop, can be seen in the distance. This train is beginning to make the first curve of the loop, to be heading south and soon pulling into Packers Station, which just a short distance away. Way back in the background, we can see the rather hazy tower of the Stock Yards National Bank, which stood on the west side of South Halsted Street." Andre Kristopans notes, "A correction re Stock Yards - the first station on the loop was Racine, the second SWIFT, then Packers, then Armour." So this train is between Racine and Swift.

I was very fortunate to purchase this 1950s negative showing the CTA Stock Yards branch. Daniel Adams: “The view is facing east, at the intersection of Exchange and Packers Avenues. Racine Avenue Station, the first station encountered when a train consist pulls into the famed Stock Yards loop, can be seen in the distance. This train is beginning to make the first curve of the loop, to be heading south and soon pulling into Packers Station, which just a short distance away. Way back in the background, we can see the rather hazy tower of the Stock Yards National Bank, which stood on the west side of South Halsted Street.” Andre Kristopans notes, “A correction re Stock Yards – the first station on the loop was Racine, the second SWIFT, then Packers, then Armour.” So this train is between Racine and Swift.

Philadelphia Suburban Transportation Company (aka Red Arrow) double-ended car 18 at 69th Street Terminal in July 1963. Don's Rail Photos: "18 was built by St Louis Car Co in 1949, #1755. It became SEPTA 18 in 1970 sold to BERA in 1982."

Philadelphia Suburban Transportation Company (aka Red Arrow) double-ended car 18 at 69th Street Terminal in July 1963. Don’s Rail Photos: “18 was built by St Louis Car Co in 1949, #1755. It became SEPTA 18 in 1970 sold to BERA in 1982.”

Philadelphia Suburban Transportation Company (formerly the Philadelphia & Western, aka Red Arrow) Bullet car 207 in July 1963. 207 was built by Brill in 1931, order #22932, as P&W 207. It became PST 207 in 1948 and SEPTA 207 in 1970. I understand it is now preserved at Seashore Trolley Museum in Maine. This car had extended wheelbase trucks and was tested up to 100 mph.

Philadelphia Suburban Transportation Company (formerly the Philadelphia & Western, aka Red Arrow) Bullet car 207 in July 1963. 207 was built by Brill in 1931, order #22932, as P&W 207. It became PST 207 in 1948 and SEPTA 207 in 1970. I understand it is now preserved at Seashore Trolley Museum in Maine. This car had extended wheelbase trucks and was tested up to 100 mph.

Chicago Aurora & Elgin wood car 28 in Forest Park in 1952. The front of the car is not in sharp focus because it was moving towards the photographer. Back then, film speeds, and therefore shutter speeds, were quite slow. The fastest film speed in use then was Kodak Super-XX, introduced in 1940, at ISO 200. But this is probably not that film. Panatomic-X, which Kodak began selling in 1933, was ISO 32, and Plus-X, introduced in 1938, was originally ISO 50 (later bumped up to 125). Photographers often dealt with the shutter speed problem by taking their pictures while a train was still at a distance. The tracks curve off to the right in the distance. I am not sure of the exact location, although the Eisenhower expressway is here now.

Chicago Aurora & Elgin wood car 28 in Forest Park in 1952. The front of the car is not in sharp focus because it was moving towards the photographer. Back then, film speeds, and therefore shutter speeds, were quite slow. The fastest film speed in use then was Kodak Super-XX, introduced in 1940, at ISO 200. But this is probably not that film. Panatomic-X, which Kodak began selling in 1933, was ISO 32, and Plus-X, introduced in 1938, was originally ISO 50 (later bumped up to 125). Photographers often dealt with the shutter speed problem by taking their pictures while a train was still at a distance. The tracks curve off to the right in the distance. I am not sure of the exact location, although the Eisenhower expressway is here now.

North Shore Line Silverliner 740 at Howard Street, probably in the late 1950s. This was an Ektachrome slide that was not date stamped, which means it is probably before 1958, but after 1955. It had faded to red, like many other such early Ektachromes that had unstable dyes. It was an attractive alternative to Kodachrome in that era, though, because the film speed was 32 instead of Kodachrome's 10.

North Shore Line Silverliner 740 at Howard Street, probably in the late 1950s. This was an Ektachrome slide that was not date stamped, which means it is probably before 1958, but after 1955. It had faded to red, like many other such early Ektachromes that had unstable dyes. It was an attractive alternative to Kodachrome in that era, though, because the film speed was 32 instead of Kodachrome’s 10.

While not the greatest photo, from a technical perspective, this is an original Kodachrome slide taken by George Krambles. This is perhaps only the second such slide I have purchased. It was shot at North Chicago Junction on January 20, 1952. Occasionally, railfan photographers would trade original slides, and this one was owned by J. William Vigrass.

While not the greatest photo, from a technical perspective, this is an original Kodachrome slide taken by George Krambles. This is perhaps only the second such slide I have purchased. It was shot at North Chicago Junction on January 20, 1952. Occasionally, railfan photographers would trade original slides, and this one was owned by J. William Vigrass.

NSL 707 heads up a northbound train crossing Dempster Street in Skokie in September 1958. Just behind the train, you can see a tiny bit of the station, which has been preserved and moved to a slightly different location. The southbound shelter was much more basic, and was approximately where the CTA built a new platform for Skokie Swift trains in 1964. Again, this was an early Ektachrome slide that had shifted to red (actually, it was the other color dyes that badly faded, leaving mostly the red visible) and was restored in Photoshop. (J. William Vigrass Photo)

NSL 707 heads up a northbound train crossing Dempster Street in Skokie in September 1958. Just behind the train, you can see a tiny bit of the station, which has been preserved and moved to a slightly different location. The southbound shelter was much more basic, and was approximately where the CTA built a new platform for Skokie Swift trains in 1964. Again, this was an early Ektachrome slide that had shifted to red (actually, it was the other color dyes that badly faded, leaving mostly the red visible) and was restored in Photoshop. (J. William Vigrass Photo)

A northbound North Shore Line train rounds the curve at Lake and Wabash in June 1961. We are looking to the east. This is an early Kodachrome II slide. The film had a faster ISO than the original Kodachrome, and was said to be sharper, with a thinner emulsion. But not all photographers were happy about the change, and it had a bit less contrast, and some missed the "Rembrandt blacks" of the old version. (J. William Vigrass Photo)

A northbound North Shore Line train rounds the curve at Lake and Wabash in June 1961. We are looking to the east. This is an early Kodachrome II slide. The film had a faster ISO than the original Kodachrome, and was said to be sharper, with a thinner emulsion. But not all photographers were happy about the change, and it had a bit less contrast, and some missed the “Rembrandt blacks” of the old version. (J. William Vigrass Photo)

A view of the North Shore Line's massive station at Zion, taken from the front of a train in July 1960 by J. William Vigrass. The city insisted on a large station, as they were confidant that their religious community would quickly grow, which it did not. It was torn down soon after the line quit in 1963. This is from an Ektachrome slide that had not faded, suggesting that Kodak had fixed the dye fading problem by 1960.

A view of the North Shore Line’s massive station at Zion, taken from the front of a train in July 1960 by J. William Vigrass. The city insisted on a large station, as they were confidant that their religious community would quickly grow, which it did not. It was torn down soon after the line quit in 1963. This is from an Ektachrome slide that had not faded, suggesting that Kodak had fixed the dye fading problem by 1960.

Milwaukee and Suburban Transport car 995 is on Route 10, the last Milwaukee streetcar line in the classic era, in august 1957. The 995 was one of the last two cars operated (along with 975) there on March 2, 1958. Streetcar service returned to Milwaukee on November 2, 2018, when a 2.1 mile route, known as "The Hop," opened.

Milwaukee and Suburban Transport car 995 is on Route 10, the last Milwaukee streetcar line in the classic era, in august 1957. The 995 was one of the last two cars operated (along with 975) there on March 2, 1958. Streetcar service returned to Milwaukee on November 2, 2018, when a 2.1 mile route, known as “The Hop,” opened.

The North Shore Line's Harrison Street Shops in July 1960. (J. William Vigrass Photo)

The North Shore Line’s Harrison Street Shops in July 1960. (J. William Vigrass Photo)

J. William Vigrass took this picture in July 1960 and marked it as "NSL" at Harrison (presumably, by the shops in Milwaukee). Edward Skuchas: "This is a Western 20 yard air dump car. They were used on railroads and trolley lines. Wilkes-Barre Railways had 2 or 3 and they adapted the ends for a radial drawbar. Car Works imported models in O & HO scale brass. They tilt and the sides lift." David Cole thinks this may be the remains of the NSL weed sprayer shown in CERA B-106.

J. William Vigrass took this picture in July 1960 and marked it as “NSL” at Harrison (presumably, by the shops in Milwaukee). Edward Skuchas: “This is a Western 20 yard air dump car. They were used on railroads and trolley lines. Wilkes-Barre Railways had 2 or 3 and they adapted the ends for a radial drawbar. Car Works imported models in O & HO scale brass. They tilt and the sides lift.” David Cole thinks this may be the remains of the NSL weed sprayer shown in CERA B-106.

A northbound Electroliner stops at Adams and Wabash on the Loop "L" in September 1959. While I am sure the sailors are about to board, chances are the woman in the blue dress is too, since she is carrying a small suitcase. (J. William Vigrass Photo)

A northbound Electroliner stops at Adams and Wabash on the Loop “L” in September 1959. While I am sure the sailors are about to board, chances are the woman in the blue dress is too, since she is carrying a small suitcase. (J. William Vigrass Photo)

A closer view of the last image. Carl Fischer Music, at 312 S. Wabash Avenue, was a place where you could buy sheet music for both popular and classical. They still sell online. This location closed on April 16, 1999. The Epicurean Restaurant, at 316 S. Wabash, served Hungarian food and may have closed in the 1970s.

A closer view of the last image. Carl Fischer Music, at 312 S. Wabash Avenue, was a place where you could buy sheet music for both popular and classical. They still sell online. This location closed on April 16, 1999. The Epicurean Restaurant, at 316 S. Wabash, served Hungarian food and may have closed in the 1970s.

Although photographer J. William Vigrass labelled this September 1960 slide as "NSL," readers on our TD Facebook group have identified it as the Chicago & North Western's Racine Depot, which still exists, although no longer used as a train station.

Although photographer J. William Vigrass labelled this September 1960 slide as “NSL,” readers on our TD Facebook group have identified it as the Chicago & North Western’s Racine Depot, which still exists, although no longer used as a train station.

This circa 1955-58 Ektachrome slide, with the color restored, shows an Electroliner on the four-track section of the north side "L". Not sure of the exact location. (J. William Vigrass Photo) Mike Franklin: "This is looking west from the Sedgwick Station on the North side L. (House to the right is still there at 1542 Hudson Ave.)"

This circa 1955-58 Ektachrome slide, with the color restored, shows an Electroliner on the four-track section of the north side “L”. Not sure of the exact location. (J. William Vigrass Photo) Mike Franklin: “This is looking west from the Sedgwick Station on the North side L. (House to the right is still there at 1542 Hudson Ave.)”

CA&E 410 awaits scrapping at Wheaton on April 23, 1962. It was built by Pullman in 1923. sister car 409 is now at the Illinois Railway Museum. (K. C. Henkels Photo)

CA&E 410 awaits scrapping at Wheaton on April 23, 1962. It was built by Pullman in 1923. sister car 409 is now at the Illinois Railway Museum. (K. C. Henkels Photo)

Red Arrow car 83 on the Media line in September 1959. The street sign says School Lane.

Red Arrow car 83 on the Media line in September 1959. The street sign says School Lane.

Red Arrow car 77, signed for the West Chester line, is at 69th Street Terminal in January 1954.

Red Arrow car 77, signed for the West Chester line, is at 69th Street Terminal in January 1954.

From the standpoint of classic railfan photography, this is perhaps the best shot in today's post, and shows Red Arrow car 24 on the Media line in May 1956.

From the standpoint of classic railfan photography, this is perhaps the best shot in today’s post, and shows Red Arrow car 24 on the Media line in May 1956.

Red Arrow car 13 on the Media line in November 1959.

Red Arrow car 13 on the Media line in November 1959.

Red Arrow Brilliner 5 on the Ardmore line in July 1959. This narrow street may be why this line was somewhat rerouted after being converted to bus at the end of 1966.

Red Arrow Brilliner 5 on the Ardmore line in July 1959. This narrow street may be why this line was somewhat rerouted after being converted to bus at the end of 1966.

This map, although not very clear, shows the track arrangement on the Loop "L" as it was in 1906, seven years before it was changed to run counter-clockwise, with all trains going in the same direction. That was done to facilitate through-routing north side and south side trains. North is down on this map. In 1906, the Loop was bi-directional with left-hand running. The Lake Street and Northwestern "L"s also ran left-handed, while the South Side and Met trains ran right-handed. From the October 19, 1906 edition of the Electric Railway Review.

This map, although not very clear, shows the track arrangement on the Loop “L” as it was in 1906, seven years before it was changed to run counter-clockwise, with all trains going in the same direction. That was done to facilitate through-routing north side and south side trains. North is down on this map. In 1906, the Loop was bi-directional with left-hand running. The Lake Street and Northwestern “L”s also ran left-handed, while the South Side and Met trains ran right-handed. From the October 19, 1906 edition of the Electric Railway Review.

Although this old real photo postcard identifies this as the "N. W. "L"," this is actually the Met crossing the Chicago River over two side-by-side bridges. According to Daniel Adams, this picture cannot have been taken after mid-1915, as swing bridge shown, on Jackson Boulevard, was replaced then. Once I receive the original of this in the mail, I will post a better version. Thanks to J. J. Sedelmaier for improving this one.

Although this old real photo postcard identifies this as the “N. W. “L”,” this is actually the Met crossing the Chicago River over two side-by-side bridges. According to Daniel Adams, this picture cannot have been taken after mid-1915, as swing bridge shown, on Jackson Boulevard, was replaced then. Once I receive the original of this in the mail, I will post a better version. Thanks to J. J. Sedelmaier for improving this one.

The Metropolitan West Side Elevated – 1895

We recently purchased the June 6, 1895 edition of Leslie’s Weekly, which has an extensive article, including numerous photographs and drawings, of the then-new Metropolitan West Side Elevated in Chicago:

The Normandy Flats was a large apartment building, purchased by the Met and moved to a new location. The 1894 Chicago Blue Book gave the Normandy Flats' address as 2300-2302 S. Indiana Avenue, presumably where the building was relocated during the construction of the Metropolitan West Side "L", as it was apparently in the way of something.

The Normandy Flats was a large apartment building, purchased by the Met and moved to a new location. The 1894 Chicago Blue Book gave the Normandy Flats’ address as 2300-2302 S. Indiana Avenue, presumably where the building was relocated during the construction of the Metropolitan West Side “L”, as it was apparently in the way of something.

The original Franklin Street Terminal was only open from 1895 to 1897, and this is the first time I have seen a description of what it looked like. As far as I am aware, no one has yet found a photo. It closed when the Union Loop opened. At the same time, a new "L" station was opened at Franklin and Van Buren. Another terminal was later built on this site, extending back to Wells Street. It opened in 1904.

The original Franklin Street Terminal was only open from 1895 to 1897, and this is the first time I have seen a description of what it looked like. As far as I am aware, no one has yet found a photo. It closed when the Union Loop opened. At the same time, a new “L” station was opened at Franklin and Van Buren. Another terminal was later built on this site, extending back to Wells Street. It opened in 1904.

Why aren’t there more images of the Franklin Street Terminal? Well, for one thing, it opened late, apparently too late to be photographed for the big publicity push that coincided with the opening of the Met “L”. Hence this illustration. There is a photo showing the other side of the building (or buildings– the accompanying article seems to indicate the terminal went through two buildings). Then, it closed little more than two years later, coinciding with the opening of the Union Loop, and any publicity surely concentrated on that, and not the terminal closing.

From the Collections of William Shapotkin:

A "meet" between a steam train and a Chicago & West Towns Railway streetcar in LaGrange in the late 1940s. You can see evidence of the postwar construction boom in the background. Not sure if this was a fantrip.

A “meet” between a steam train and a Chicago & West Towns Railway streetcar in LaGrange in the late 1940s. You can see evidence of the postwar construction boom in the background. Not sure if this was a fantrip.

This picture has been the subject of some discussion on Facebook. It's a Pennsylvania Railroad "Doodlebug," probably after 1948, at Baltimore, MD. It is apparently a Parkton local. John Engleman: "Actually, actually, it's just sitting in what was called "the sleeper yard" at Pennsylvania Station probably between morning inbound and afternoon outbound trips to Parkton. A and B tracks and the platform that served them can be seen just beyond the Charles Street bridge."

This picture has been the subject of some discussion on Facebook. It’s a Pennsylvania Railroad “Doodlebug,” probably after 1948, at Baltimore, MD. It is apparently a Parkton local. John Engleman: “Actually, actually, it’s just sitting in what was called “the sleeper yard” at Pennsylvania Station probably between morning inbound and afternoon outbound trips to Parkton. A and B tracks and the platform that served them can be seen just beyond the Charles Street bridge.”

A Delaware, Lackawanna and Western electric commuter train in New Jersey. This railroad merged with the Erie in 1960 to form the Erie Lackawanna. The commuter service continues under NJ Transit.

A Delaware, Lackawanna and Western electric commuter train in New Jersey. This railroad merged with the Erie in 1960 to form the Erie Lackawanna. The commuter service continues under NJ Transit.

Aurora, Elgin & Fox River Electric diesel switcher #5, which continued freight operations after the remaining remnant of the line was de-electrified. A section of this line is now the trackage of the Fox River Trolley Museum in South Elgin, IL.

Aurora, Elgin & Fox River Electric diesel switcher #5, which continued freight operations after the remaining remnant of the line was de-electrified. A section of this line is now the trackage of the Fox River Trolley Museum in South Elgin, IL.

Chicago & Eastern Illinois #4, the "Whippoorwill," arrives at 63rd Street (Little Englewood Station) in July 1947.

Chicago & Eastern Illinois #4, the “Whippoorwill,” arrives at 63rd Street (Little Englewood Station) in July 1947.

A Milwaukee Road diesel engine at Fox Lake, IL.

A Milwaukee Road diesel engine at Fox Lake, IL.

Milwaukee Road passenger trains at Fox Lake, IL.

Milwaukee Road passenger trains at Fox Lake, IL.

Louisville & Nashville Railroad passenger engine #241, taking water.

Louisville & Nashville Railroad passenger engine #241, taking water.

Louisville & Nashville Railroad freight engine #1827 after being overhauled at the South Louisville Shops.

Louisville & Nashville Railroad freight engine #1827 after being overhauled at the South Louisville Shops.

Wabash #21 Blue Bird at 63rd Street (Little Englewood Station) in July 1947.

Wabash #21 Blue Bird at 63rd Street (Little Englewood Station) in July 1947.

A Chicago & Interurban Traction Company car. This line operated between 63rd and Halsted and Kankakee, and was abandoned in 1927, due to increased competition from the Illinois Central Electric.

A Chicago & Interurban Traction Company car. This line operated between 63rd and Halsted and Kankakee, and was abandoned in 1927, due to increased competition from the Illinois Central Electric.

Chicago & Joliet Railway #212. This system ran from Archer and Cicero Avenues in Chicago and connected to the Chicago, Ottawa, & Peoria interurban. It was abandoned in 1933.

Chicago & Joliet Railway #212. This system ran from Archer and Cicero Avenues in Chicago and connected to the Chicago, Ottawa, & Peoria interurban. It was abandoned in 1933.

Chicago & Joliet Electric car 200. This car, the "Louis Joliet," was built by C&JE in the 1920s.

Chicago & Joliet Electric car 200. This car, the “Louis Joliet,” was built by C&JE in the 1920s.

Milwaukee Road #E-5.

Milwaukee Road #E-5.

Long Island Railroad snow plow #193.

Long Island Railroad snow plow #193.

Pittsburgh Railways at Resee-Charleroi. The car is signed for Riverview. Larry Lovejoy adds: "The picture of Pittsburgh Railways Company low floor car 3769 is on the Charleroi line northbound at White Barn Siding. The date is 27 July 1952 and the occasion is a fantrip sponsored by the Pittsburgh Electric Railway Club. The line was abandoned ten months later. Today’s Pennsylvania Trolley Museum is the direct descendant of PERC and preserves sister car 3756. While “Riverview” was a turnback point on the Charleroi line, that destination sign is actually inappropriate at this particular location."

Pittsburgh Railways at Resee-Charleroi. The car is signed for Riverview. Larry Lovejoy adds: “The picture of Pittsburgh Railways Company low floor car 3769 is on the Charleroi line northbound at White Barn Siding. The date is 27 July 1952 and the occasion is a fantrip sponsored by the Pittsburgh Electric Railway Club. The line was abandoned ten months later. Today’s Pennsylvania Trolley Museum is the direct descendant of PERC and preserves sister car 3756. While “Riverview” was a turnback point on the Charleroi line, that destination sign is actually inappropriate at this particular location.”

Pittsburgh Railways line car M212 at the Washington Junction Yard. Larry Lovejoy: "The photo of Pittsburgh Railways line car M212 is at Castle Shannon Car House. There was no yard at Washington Junction, which is about a mile south of Castle Shannon."

Pittsburgh Railways line car M212 at the Washington Junction Yard. Larry Lovejoy: “The photo of Pittsburgh Railways line car M212 is at Castle Shannon Car House. There was no yard at Washington Junction, which is about a mile south of Castle Shannon.”

Philadelphia & Western Strafford car 161 at Norristown on December 27, 1958. It was built by Brill in 1927 and continued to operate until sometime between 1888 and 1990. It is now owned by the New York Museum of Transportation.

Philadelphia & Western Strafford car 161 at Norristown on December 27, 1958. It was built by Brill in 1927 and continued to operate until sometime between 1888 and 1990. It is now owned by the New York Museum of Transportation.

P&W Strafford car 163 on June 24, 1955. After retirement in the 1990s, it was rebuilt into a gas-mechanical car and operated in Mt. Dora, Florida, but it is not certain whether it still exists.

P&W Strafford car 163 on June 24, 1955. After retirement in the 1990s, it was rebuilt into a gas-mechanical car and operated in Mt. Dora, Florida, but it is not certain whether it still exists.

P&W Strafford car 162 on September 28, 1958. Don's Rail Photos: "62 was built by Brill in June 1927, #22529. It was rebuilt as 162 in 1931 and became PST 162 in 1948. It became SEPTA 162 in 1970. It was sold to Rockhill Trolley Museum in 1991." Today it is the only survivor of the fleet preserved as a modernized 160 series car.

P&W Strafford car 162 on September 28, 1958. Don’s Rail Photos: “62 was built by Brill in June 1927, #22529. It was rebuilt as 162 in 1931 and became PST 162 in 1948. It became SEPTA 162 in 1970. It was sold to Rockhill Trolley Museum in 1991.” Today it is the only survivor of the fleet preserved as a modernized 160 series car.

Don's Rail Photos: "64 was built by Brill in June 1927, #22529. It was rebuilt as 164 in 1931 and became PST 164 in 1948. It became SEPTA 164 in 1970 and became a de-icing car in 1989. It was sold to Travel Northern Allegheny in 1992 but never used. It was sold to East Troy Electric Ry in 1994 and rebuilt as ETE Ry 64 in 2000. It was sold to Electric City Trolley Museum and will be restored as P&W 164." Here it is on September 28, 1958.

Don’s Rail Photos: “64 was built by Brill in June 1927, #22529. It was rebuilt as 164 in 1931 and became PST 164 in 1948. It became SEPTA 164 in 1970 and became a de-icing car in 1989. It was sold to Travel Northern Allegheny in 1992 but never used. It was sold to East Troy Electric Ry in 1994 and rebuilt as ETE Ry 64 in 2000. It was sold to Electric City Trolley Museum and will be restored as P&W 164.” Here it is on September 28, 1958.

P&W 165 at 69th Street Yards on November 12, 1958.

P&W 165 at 69th Street Yards on November 12, 1958.

Product Test – The Pixl-Latr

The Pixl-Latr is an interesting new product that may be useful to people who have film negatives, but no easy way to scan them. It was developed as a Kickstarter project.

I decided to purchase one, and here are my results.

The Pixl-Latr is a negative holder that can accommodate 35mm, medium format, and 4"x5" size films. It has a diffused backing to prevent the formation of Newton Rings on your scans. It pairs well with this LED light box. I practiced using it with a cellphone camera. The Pixl-Latr is not a substitute for a flatbed scanner, but is certainly more portable, and may come in handy in certain situations where a scanner is not available.

The Pixl-Latr is a negative holder that can accommodate 35mm, medium format, and 4″x5″ size films. It has a diffused backing to prevent the formation of Newton Rings on your scans. It pairs well with this LED light box. I practiced using it with a cellphone camera. The Pixl-Latr is not a substitute for a flatbed scanner, but is certainly more portable, and may come in handy in certain situations where a scanner is not available.

My cellphone picture, before working on it with an image editor.

My cellphone picture, before working on it with an image editor.

I reversed out the negative into a positive image.

I reversed out the negative into a positive image.

After cropping and adjusting both density and contrast. But the image is still technically a color image, and could be improved further by eliminating those subtle color casts.

After cropping and adjusting both density and contrast. But the image is still technically a color image, and could be improved further by eliminating those subtle color casts.

The finished product, as a black-and-white image. Not bad! Compare with the scanned image elsewhere in this post.

The finished product, as a black-and-white image. Not bad! Compare with the scanned image elsewhere in this post.

The only downside of my usual method of scanning negatives is the formation of Newton Rings, caused by the negative coming into direct contact with the bottom glass of the scanner. I do use ANR (anti-Newton Ring) glass on top of the negative, which diffuses the light and prevents their formation. Fortunately, these are only noticeable at high magnification.

The only downside of my usual method of scanning negatives is the formation of Newton Rings, caused by the negative coming into direct contact with the bottom glass of the scanner. I do use ANR (anti-Newton Ring) glass on top of the negative, which diffuses the light and prevents their formation. Fortunately, these are only noticeable at high magnification.

You can read more about Newton’s Rings here. They are an interference pattern, caused when one of the two items pressed together acts as a lens.

Recent Correspondence

LeRoy Blommaert writes:

How I met (and rode) the North Shore Line

I remember quite vividly the first time I saw the North Shore Line as well as the first time I rode it. It was the same time.

I was a sophomore in high school and I was on the debate team. We were to participate in a round robin tournament at St Mary’s in Evanston. We were given the address and told to take the L and change at Howard—but nothing beyond that.

While I had taken the L many times from Bryn Mawr to Wilson Ave, and downtown and to my grandmother’s on the west side, it was, with one exception, with my mother. I had never taken the L north. Neither apparently had my three companions.

We get to Howard; we get off; and we wait—but not too long. Soon something pulls in unlike anything I had ever seen before on the L. It was beautiful; it was powerful. I was entranced and I wanted to ride it. And not just sometime in the future. But now! Immediately! And I did. I persuaded my colleagues that this was the train we needed to take. They were somewhat skeptical but in the end they agreed.

I was generally a good boy (a very good boy in fact) who always followed the rules and rarely did anything I thought was wrong. But this time? This time was different! I wasn’t sure that it was not the train to take, but I had doubts that it was the right train. These doubts I dismissed.

We got on. It was one of the older cars. I remember it had a stove inside. I also remember how fast it went once we left the station and entered the cut. The conductor dutifully asked for our tickets. Obviously, we did not have them. I explained where we wanted to go; he said we got the wrong train, and we were left off at the first station—Skokie.

There we waited for the first train south. It was getting dark and no one was around. In those days, unlike today, there was very little around. We waited about an hour. Needless to say, we did not make it to the debate tournament.

The next time I rode the North Shore, the trip was much longer: to Milwaukee and back. It was a fan trip. I believe it was a Klebolt trip. I went with my father. How I found out about it, I don’t remember, as I did not know any railfans then. It was on this trip that I met Roy Benedict. I remember he wore a football helmet, not the kind we know today, but a leather one, the kind they wore in the 1920s. He had made some track maps that he either gave away or sold.

As fate would have it, in my freshman or sophomore year of college, we moved to Skokie—within walking distance of that same station. One summer I got a job in the Loop—in the Insurance Exchange Building. The best part of the job was riding the North Shore each week day. I got off at Quincy and Wells and for the trip back home, I walked to the station at Adams and Wabash. It was there I met Jeff Wien, who was a ticket agent for the summer. From there it was onto CERA meetings, to and from which I was able again to ride my favorite railroad in those early days. It is still my favorite railroad, except that sadly I can no longer ride it, except at the Illinois Railway Museum, but that is not the same. The speed is absent as is the distance and the varying landscapes.

FYI, a slightly edited version of this was published in the Edgewater Historical Society newsletter.

This prompted Jon Habermaas to write:

I first became aware of the North Shore from seeing the trains stored on the L south of Roosevelt Rd. Taking the Englewood L into the loop and as our train descended into the subway our tracks were straddled by the tracks holding the stored North Shore cars. My first trip on the North Shore was when I was in HS and needed to cut short my time with family on vacation and return to Chicago. I caught the first southbound train from Racine. I became a regular weekend rider when I was getting technical training as a new swabbie at the Great Lakes Naval Training Center. Getting off at LaSalle Street Station to catch a Rock Island commuter train I now realized that the large crowd of sailors we had often encountered coming down from the L platform had come from a North Shore train from Great Lakes.

LaSalle Street Station was the only one of the Chicago downtown railroad stations with direct access to the L. As a kid when we were downtown on shopping trips we often took the L to the department stores. Because the L trains were circling the loop in one direction it wasn’t possible to return that way and we would catch the Division/Van Buren streetcar on State for the return to LaSalle Street Station.

This prompted a discussion on the Trolley Dodger Facebook group about two other not-so-direct connections between the “L” and downtown train stations. Between 1970 and 1989, the Northwest Passage connected the C&NW terminal to the Clinton “L” station. It displaced Track 1 during those years.

The Canal Street station on the Met main line had a passageway leading to Union Station until the Garfield Park “L” was replaced by the new Congress median line in 1958. Here is a description from Graham Garfield’s excellent web site:

A new Union Station, serving several main line intercity railroads, was formally opened July 23, 1925, replacing an earlier railroad station on a similar site. The Chicago Daily Tribune on same day contained a paid advertisement stating, “A short enclosed passageway connects the station directly with the Canal Street Station of the Elevated Railroad.” Within the Canal “L” station a stairway went down to Union Station’s underground track level, then a walkway ran for half a block, separated from Union Station’s track area by an iron fence, and finally into the lobby of Union Station. The article “Chicago’s Stations: Gates to Everywhere” from the August 1948 issues of Trains magazine also discussed the “L”-Union Station tunnel:

“It’s kind of tough, also, that we can’t get out on the platform and look at the prow-pointed T1 at the head end of many Pennsy trains. But Union is all business, and frowns at folk who try to sneak by the gatemen ‘just to see the trains.’ Here’s a tip, though: if you go along ‘frustration walk’ — which is the entrance leading from the Canal Street ‘L’ station — you can get a squint of a train or two at the southwestern end of the terminal. Like as not, there will be some Burlington open-platform cars used on suburban runs out Aurora way.

“‘Frustration walk’ is so dubbed because commuters must walk along an iron-railed thoroughfare beside the tracks to enter the terminal. Then to go out to the train they are obliged to hike back from whence the came on the other side of the formidable railing. Short-cutting is verboten at Union. Many a commuter has seen his train pull out as he dashed madly down ‘frustration walk’ in an attempt to catch the train.”

There are some conflicting descriptions of how the tunnel actually connected to the “L” station. According to some accounts, the passage was accessed from within the Canal Street station building, suggesting the connection was to the station house. Others recall that the passage from Union Station deposited them on the Canal station platform, not in the station house, with fare collection in between.2 It is believed that there were, in fact, two access routes between the elevated platforms and the tunnel. Passengers en route from the elevated platform walked through the headhouse of the rapid transit station. While passengers from the tunnel went directly to the platforms after passing through a fare collection point.

Stuart B. Slaymaker adds:

The walkway was along Track 2. This would have been Track Zero. I seem to recall, it dumped you at or near the original outbound cab court. It was still there in 1979, when I worked at Station Services for Amtrak. Dark. Gate was locked with a big switch lock and an iron chain. In the dim light, I could see check-in desks from long-discontinued streamliners, like The Olympian Hiawatha and the Trail Blazer. All stored along the walkway, that formerly went to the Canal Street L Station. It must have been a LONG walk. The signs and ephemera behind the locked gate were covered with inches of black sooty dirt. I left CUS in September of 1979, and never saw this, again. I always wondered if any of the displays ever got saved.

Daniel Joseph found another one– Parnell on the Englewood branch. From www-chicago-l.org:

The Parnell station was adjacent to the Chicago & Western Indiana Railroad’s 63rd Street station, sometimes also called the “Little Englewood” station. Although the C&WI’s station fronted onto 63rd Street, there was also an enclosed pedestrian connection from the Parnell “L” station to the steam railroad’s facility.

Mike Jacob writes:

Hello. I came across your website while trying to find information on a print I have. Please see the attached. Have you seen it before or have any idea on the artist? Thank you in advance.

Thanks for writing. I can’t quite make out the signature, although the first name seems to be Jerome.

The artist is not familiar to me, but I would imagine they were copying an old photograph. There were two North Shore Line stations in Wilmette, and it’s not that easy to identify which one this is. This was part of the Shore Line Route, which was abandoned in 1955.

Perhaps our readers might know something more.

John G. Gaul writes:

Dempster Street- January 20, 1963.  Nine years old at the time and living in Evanston, my Dad took my brother and I to Dempster St one last time. They’re not very good, but I’m glad I brought my little old box camera with me. It was a very cold day I recall.

Photos by John G. Gaul:

We thank all our contributors. Keep those cards and letters coming in, folks!

-David Sadowski

New Steam Audio CD:

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

misc676-001

STEAM CDs:

RGTS
Rio Grande to Silverton:
A Sound Portrait of Mountain Railroading
Price: $14.99

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

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

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

Total time – 45:49

The Trolley Dodger On the Air
We appeared on WGN radio in Chicago in November 2018, discussing our book Building Chicago’s Subways on the Dave Plier Show. You can hear our 19-minute conversation here.

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

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

There were three subway anniversaries in 2018 in Chicago:
60 years since the West Side Subway opened (June 22, 1958)
75 years since the State Street Subway opened (October 17, 1943)
80 years since subway construction started (December 17, 1938)
To commemorate these anniversaries, we have written a new book, Building Chicago’s Subways. While the elevated Chicago Loop is justly famous as a symbol of the city, the fascinating history of its subways is less well known. The City of Chicago broke ground on what would become the “Initial System of Subways” during the Great Depression and finished 20 years later. This gigantic construction project, a part of the New Deal, would overcome many obstacles while tunneling through Chicago’s soft blue clay, under congested downtown streets, and even beneath the mighty Chicago River. Chicago’s first rapid transit subway opened in 1943 after decades of wrangling over routes, financing, and logistics. It grew to encompass the State Street, Dearborn-Milwaukee, and West Side Subways, with the latter modernizing the old Garfield Park “L” into the median of Chicago’s first expressway. Take a trip underground and see how Chicago’s “I Will” spirit overcame challenges and persevered to help with the successful building of the subways that move millions. Building Chicago’s subways was national news and a matter of considerable civic pride–making it a “Second City” no more!

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

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

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You can help us continue our original transit research by checking out the fine products in our Online Store.
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Ross Harano and the Kenwood “L”

Ross Harano as a toddler in 1945, with his uncle Susumu Okamoto, in front of the Kenwood "L" terminal at 42nd Place. (Courtesy of Ross Harano)

Ross Harano as a toddler in 1945, with his uncle Susumu Okamoto, in front of the Kenwood “L” terminal at 42nd Place. (Courtesy of Ross Harano)

I first became interested in Ross Harano and his family’s story when I came across the picture shown above in the article What happened to Chicago’s Japanese neighborhood? by Katherine Nagasawa from WBEZ radio. I wanted to learn more, and found that Mr. Harano is, as they used to say, “in the book.” I wrote him a letter, and we began a correspondence that led to the interview that follows.

Ross Harano writes:

I was born in the Fresno Assembly Center which was at the Fresno County Fair Grounds on September 17,1942. When I was one month old, my family was shipped to the Jerome, Arkansas, internment camp. We were later allowed to relocate to Chicago.

My uncle’s name was Susumu Okamoto (1919-2005) who was married to my mother’s sister. When we settled on Oakenwald from the camp in Arkansas, my parents and my mother’s 3 sisters and their husbands along with my grandparents all lived there.

It was a full house.

During the war, my uncle Susumu served with US Military Intelligence in the Pacific along with two of my mother’s brothers. Another brother served in Europe with the Japanese American 442nd Combat Infantry Battalion. He was seriously wounded in Italy and also lived with us on Oakenwald after he recovered from his wounds.

This is a uniquely American story, and also one that is uniquely Chicago, a slice of history that deserves to be remembered.

-David Sadowski

From 1949 to 1957, the CTA operated the Kenowwd branch of the "L" as a shuttle operation, and here we see three such cars at the Indiana Avenue station. By the mid-1950s, the older gate cars had been replaced by ones formerly used on the Met "L", as those lines were equipped with more modern steel cars. Not sure why there are three cars here-- Kenwood usually used one or two car trains in these days.

From 1949 to 1957, the CTA operated the Kenowwd branch of the “L” as a shuttle operation, and here we see three such cars at the Indiana Avenue station. By the mid-1950s, the older gate cars had been replaced by ones formerly used on the Met “L”, as those lines were equipped with more modern steel cars. Not sure why there are three cars here– Kenwood usually used one or two car trains in these days.

Interview with Ross Harano, July 2, 2020:

Q: Maybe we could start by going back to the beginning of your family’s history, and when they  came to this country, and we can just take it from there?

A: Well, I’m third generation Japanese-American. Both of my grandfathers came to America in 1898. They landed in Hawaii first as laborers in the sugar cane fields and later on the mainland as laborers on the Union Pacific railroad. Prior to the Japanese immigration, the Chinese came to this country as Forty Niners to search for gold and later to build the first transcontinental railroad. As the Chinese began to settle on the west coast, strong anti-Chinese sentiments resulted in the 1882 Chinese Exclusion Act. Japan was the next place where the railroads looked for workers and both my grandfathers worked on the railroads and eventually settled in California where my parents were born. My father was born in Berkeley, and my mother was born in Hanford which is just outside of Fresno.

After Pearl Harbor was attacked, President Roosevelt issued Executive Order 9066 which authorized the interment of the Japanese community into 10 concentration camps away from the west coast. We evacuated out with my mother’s family because she was pregnant with me and she had three sisters who were not married at the time to care for her. We went from Hanford to the Fresno Assembly Center which was built on the Fresno County Fairgrounds. I was born in September of ’42, and in October we were shipped to Jerome, Arkansas. There were two camps in Arkansas, one at Rohwer and one at Jerome. They were about 25 miles apart and each held 8,500 Japanese internees.

Even though my family was interned behind barbed wire, seven of my uncles volunteered to serve in the US Military. Four of them served in Europe with the Japanese American 442nd Regimental Combat Team – one was wounded in Italy and one was killed in France. Three uncles served in the Pacific in the US military intelligence. This was kept a military secret until the late ‘50s. Japanese Americans were there on the front lines intercepting Japanese messages because the Japanese didn’t know that we had translators so they didn’t speak in code on the battlefield. The Japanese Americans were on the front lines in most of the campaigns in the Pacific including Merrill’s Marauders in Burma.

The house at 4201 S. Oakenwald. (Courtesy of Ross Harano)

The house at 4201 S. Oakenwald. (Courtesy of Ross Harano)

Ross and his maternal grandfather Rihaci Mayewaki (1886-1969) in front of the Kenwood "L" terminal at 42nd Place. (Courtesy of Ross Harano)

Ross and his maternal grandfather Rihaci Mayewaki (1886-1969) in front of the Kenwood “L” terminal at 42nd Place. (Courtesy of Ross Harano)

Ross Harano and a cousin, in front of the Kenwood "L" terminal at 42nd Place. (Courtesy of Ross Harano)

Ross Harano and a cousin, in front of the Kenwood “L” terminal at 42nd Place. (Courtesy of Ross Harano)

Ross and his sled. (Courtesy of Ross Harano)

Ross and his sled. (Courtesy of Ross Harano)

Transfers from the Kenwood "L" and 43rd Street streetcar line. (Courtesy of Ross Harano)

Transfers from the Kenwood “L” and 43rd Street streetcar line. (Courtesy of Ross Harano)

This notice is from before October 1947, when the Chicago Transit Authority took over the "L" system. Fares were, if anything, being held artificially low for many years, while the system gradually deteriorated and the equipment aged. Once the CTA was in charge, they had more legal leeway to raise fares, in order to cover expenses, in the days before government subsidies. As a result, there were several fare increases in the 1950s. (Courtesy of Ross Harano)

This notice is from before October 1947, when the Chicago Transit Authority took over the “L” system. Fares were, if anything, being held artificially low for many years, while the system gradually deteriorated and the equipment aged. Once the CTA was in charge, they had more legal leeway to raise fares, in order to cover expenses, in the days before government subsidies. As a result, there were several fare increases in the 1950s. (Courtesy of Ross Harano)

In 1944 we were able to leave the camp and we eventually settled on the south side of Chicago on Oakenwald. At some point we had my mother’s three sisters and their husbands, two new baby cousins, my grandparents and my mother’s three brothers.

Q: How many people would you say were living in the same house?

A: About 14 (laughs).

Q: Things must have been kinda tight, but I suppose, you probably didn’t think about it too much, because that’s just the way things were.

A: Well it was a relatively large brick building. It was like a rowhouse where the buildings were all built next to each other with brick common walls. The upstairs had four bedrooms and one bathroom. Each bedroom had a family. When my uncle who was a carpenter returned from the Army, he built another bedroom in the basement, so we had five bedrooms. He also built another bathroom down there too, so we had two bathrooms. So, we had quite a few people in the building which was tremendous for me. I was the only child until I was four years old, so I had all my aunties and uncles to take good care of me.

CTA 6180 is at 43rd and Oakenwald on August 8, 1953, the last day of streetcar service on the 43rd-Root Street line. Note the Illinois Central station at rear. (C. Edward Hedstrom Photo)

CTA 6180 is at 43rd and Oakenwald on August 8, 1953, the last day of streetcar service on the 43rd-Root Street line. Note the Illinois Central station at rear. (C. Edward Hedstrom Photo)

And at that time, everybody was working. My mother was working at Hart, Schaffner and Marx, which was on west Van Buren near the Chicago river. And so, she would take the “L” to work every day which was very convenient since we lived across the street from the Kenwood “L” end of the line terminal. There was a 43rd Street Illinois Central stop next to us, and plus, we had the 43rd streetcar. It was a very convenient place to live in terms of getting to work and shopping, and plus, it was an interesting neighborhood.

In those days, Chicago was very segregated and African Americans were not allowed to live east of Cottage Grove. And so, the neighborhood, when we first moved in was all white. Many of our neighbors on Oakenwald were of third or fourth generation German ancestry. When the first African Americans began to move east of Cottage Grove, my neighborhood changed from white to black over the summer – like in two months. Most of my friends ended up moving to Oak Lawn which was basically farmland in those days. Oak Lawn was being developed and a lot of my friends built or bought homes in that area.

Q: What year was this, then, when the segregation ended?

A: Oh, probably about 1953, let’s see, I was in fifth grade. If you look at my grammar school pictures, you can see the change. When I graduated, my class was all black. I still keep in touch with some of my classmates from grammar school.

Q: Are they on Facebook?

A: No, I don’t do Facebook. I do emails. I have a flip phone, I don’t have one of those fancy phones.

The corner of Oakenwald and 42nd Place today.

The corner of Oakenwald and 42nd Place today.

Q: Is the house still there, that you guys lived in?

A: No, what happened is that in 1961, the City of Chicago tore down the whole neighborhood to build projects between Lake Park on the west and the Illinois Central tracks on the east and from 43rd Street north to 40th Street. Unfortunately, the projects were never successful because evidently there were two gangs that got involved and I heard that they were shooting at each other between these two buildings. And sometime in the 90s, those two projects were torn down. Actually, they were blown up and it was a big media event. Now, that whole area has been rebuilt. Oakenwald grammar school was torn down and now there are all new townhouses. So, the whole neighborhood has really changed. All the vacant lots on Oakenwald are now new townhouses.

Q: Wow. What was the address of the house you were living in?

A: 4201 S. Oakenwald. It was on the southeast corner of 42nd and Oakenwald directly across the street from the Kenwood “L” end-of-the-line station there.

4323 South Oakenwald Avenue on March 23, 1949. This house is long gone. (Charles W. Cushman Collection)

4323 South Oakenwald Avenue on March 23, 1949. This house is long gone. (Charles W. Cushman Collection)

Q: Had that been a wealthy neighborhood at one point in the past?

We ran a lo-fi version of this picture in a previous post. The location at first was a real mystery, but turned out to be 42nd Place, the terminal of the CTA Kenwood branch, looking west. The next photo was taken further down the platform. (We ran originally ran this with other pictures that we saw on eBay, but hadn't been able to purchase. It was relisted and we decided to buy it after all.) Ross Harano adds, "The view is looking north rather than west. The building with the chimney is Oakenwald Grammar School at 4071 S. Lake Park that I attended. The tower on the right is the "Kiosk Sphinx" that was on an estate just north of the grammar school. Geoffrey Baer had a segment on his WTTW's "Ask Geoffrey" about the wealthy family that built a Mediterranean style home with a pool and "Eiffel" tower. The property to the west of the station was owned by Nelson Coal. You can see the coal moving equipment in the photo. Nelson Coal stored mountains of coal east of the terminal tracks next to the Illinois Central Tracks. We used to play soldiers on the coal until we would be chased away by Nelson Coal workers."

We ran a lo-fi version of this picture in a previous post. The location at first was a real mystery, but turned out to be 42nd Place, the terminal of the CTA Kenwood branch, looking west. The next photo was taken further down the platform. (We ran originally ran this with other pictures that we saw on eBay, but hadn’t been able to purchase. It was relisted and we decided to buy it after all.) Ross Harano adds, “The view is looking north rather than west. The building with the chimney is Oakenwald Grammar School at 4071 S. Lake Park that I attended. The tower on the right is the “Kiosk Sphinx” that was on an estate just north of the grammar school. Geoffrey Baer had a segment on his WTTW’s “Ask Geoffrey” about the wealthy family that built a Mediterranean style home with a pool and “Eiffel” tower. The property to the west of the station was owned by Nelson Coal. You can see the coal moving equipment in the photo. Nelson Coal stored mountains of coal east of the terminal tracks next to the Illinois Central Tracks. We used to play soldiers on the coal until we would be chased away by Nelson Coal workers.”

A: No, it was sort of middle class, I suspect. The wealthy area was north of us. If you looked at Lake Park, around Oakwood Boulevard there were a lot of mansions there—big, big mansions. I remember as a kid in grammar school they were vacant, and we used to play in them before they were torn down. There was one mansion which was a Mediterranean style with a swimming pool and a replica of the Eiffel Tower which could be seen in one of the CTA pictures that you had.

Q: What happened to this Eiffel Tower replica? Is that still there, or is it gone?

A: There’s a whole long story on Ask Geoffrey (WTTW – Chicago Tonight) about it. (See link at the end of this article.)  The family made a lot of money. They built the home next to some other big mansions. Eventually, it was the last one left standing. The son had it and there was some dispute in the family so that it was eventually torn down to build an annex classroom building for the Oakenwald grammar school in 1955.

Q: Did you say that the grammar school’s not there anymore?

A: That was all torn down.

Q: Until 1949, the Kenwood “L” ran downtown, and wasn’t it such that they had these things called Kenwood-Wilson Expresses, or something like that?

A: Yes, what it was, was that there were three tracks, and so the Kenwood “L” ran as a local, so it would go to Indiana Avenue, then it would stop at I think like maybe 35th, maybe at Cermak, maybe at Roosevelt, it was a local that went around the Loop and came back. I remember riding it with my mother. She would shop at Marshall Field’s and there was an entrance to Marshall Field’s from the “L” platform. She would shop, and I would hang onto her as she walked around Marshall Field’s. And then when it became a local (shuttle) and ended at Indiana, the platform was extended to cover up the track.

Q: Right. And then from that point forward, I think they only used two tracks heading north. They weren’t using the express track anymore.

A: Correct.

Q: Do you know which trains would have used the third track, in the middle, the express track?

A: The Jackson Park and Englewood lines were using it.

Q: And then the Kenwood was the local, it went around the Loop and came back, but I saw some pictures of trains that said Kenwood-Wilson.

A: There might’ve been a Kenwood Express that ran downtown via the subway to Wilson. Maybe during Rush Hour, they ran express, I don’t know.

Q: And then the Stock Yards “L” was always a shuttle?

A: Yeah, it started at Indiana Avenue, went around a circle in the Stock Yards and came back to Indiana.

This postcard, circa 1910, shows one of the single track "L" stations that were a unique feature of the old Stockyards branch.

This postcard, circa 1910, shows one of the single track “L” stations that were a unique feature of the old Stockyards branch.

Gate car #204 at Halsted on the Stock Yards branch.

Gate car #204 at Halsted on the Stock Yards branch.

Q: Did you ever ride the Stock Yards “L”?

A: Once as a kid. I rode every train when I was a kid.

Q: Just to have the experience, you rode every line?

A: What happened was that if you were under 10 or something like that, you rode free with an adult. So, my friends and I would we would follow some adults through the ticket line. We would hop on the trains and ride ‘em. I remember we rode the Ravenswood line when it was one of the first to have the metal cars. So, we took the train up to Belmont and caught the Ravenswood line. We went all the way to the end and came back. I remember that we sat in the front. There was one seat at the front window that sat sideways and was across from the driver’s compartment. There were three of us. I remember that we all sat there making a lot of noise. It’s a wonder we didn’t get kicked off the train.

Q: It must have been quite a thrill to go down into the subway for the first time.

A: Yeah, we would ride the trains all the time just to ride the trains. We got on for nothing and we were never disorderly. During the Christmas season, we’d go downtown to Marshall Field’s and play in the toy department until a salesperson would ask us where our parents were at and we would leave. We would then work our way down to The Fair (department store), Carson Pirie Scott until we got kicked out. We would then get on the train and come home. That was our entertainment during the Christmas season—we’d play in the toy departments (laughs), there was only two or three of us at a time.

Q: You had mentioned that you got to know the people who drove the trains, the Kenwood line, especially, I would imagine, when it was a shuttle operation.

A: There were only one or two drivers at that point. There was a grocery store right next to the terminal. We just called it Fred’s. The owner’s name was Fred Mamet and I worked there from sixth grade as a stock boy, delivery boy and eventually as a butcher. And I made sandwiches for the “L” drivers and conductors so I got to know them, one of them would let me drive the train for just a very short distance.

Q: Do you remember their names?

A: I was trying to remember. This one fellow was named Dillard which was his last name. And then there was our neighbor and I don’t remember his name at all. He lived on Oakenwald. He was a driver and he’s the one who let me drive.

Q: Tell me about the Kenwood line. They had a terminal there, but I suppose there were times when they really didn’t park hardly any trains there, I think they stored them elsewhere for a while, after it became a shuttle.

A: When the trains were running downtown, the whole thing was filled. There had to be maybe ten tracks for storing and repairing the cars. I don’t remember the exact number, but there were always cars up there. But when it became a shuttle, those other tracks were always empty.

Q: And then they just used a couple of trains, going back and forth?

A: One or two at the most. At night, they just had one train running.

Q: They used both tracks, they didn’t just use one of the two tracks?

A: They used both tracks.

Q: And when they got to the ends, they would go down to a single track, just use one of the two tracks?

A: Before it was a shuttle, the tracks on both sides of the terminal platform were used. When it became a shuttle, they would switch into one track on one side of the platform.

Q: That makes sense. The stations themselves were on an embankment and were sort of different than usual “L” stations, because they had been built by some other company. I think that line opened in 1907, and it pretty much stayed the same until 1957, when they got rid of it, and they had some the oldest cars, those wooden cars. That and the Stock Yards were the last two lines to use wooden cars on the whole system.

A: I remember the ones with a platform on each side, with a gate there (laughs).

Chicago "L" car 24 (aka 1024) at the Illinois Railway Museum in 2019.

Chicago “L” car 24 (aka 1024) at the Illinois Railway Museum in 2019.

Q: Those gate cars, there is only one of those that was saved. It’s at the Illinois Railway Museum. It was originally called car 24, later they changed it to 1024, and within the last few years, they have restored that car back to its original appearance and changed it back to being car 24. That one’s out there, whenever the museum is going to open again. You can ride on that one when they have it out. It’s apparently been brought back to the way it was when it was new.

A: They had like straw seats, laminated with some sort of, it wasn’t plastic, looked like straw.

Q: I think it was cane.

A: Cane, it would be, yes. The train would pull in the station, the conductor’s first job was to reverse the seats.

Q: Are you talking about, on the gate cars?

A: Yeah.

Q: What about the other cars? The other cars they had, later, were from the Metropolitan “L”, where they weren’t needed anymore, those ones that had different roofs. Did those have reversible seats too, or not?

A: Gee, I don’t remember. I just remember, it struck me that the conductor would have to change the seats. That was the first thing they did when the train pulled into the station. And the later ones, they may not have had the reversable seats. I don’t remember.

Q: And the gate cars, did they usually use a two-car train?

A: Yeah, two cars at the most.

Q: And then, the conductor, to open and close the doors, had to stand between the two cars?

A: Correct.

Q: You can imagine what that would have been like in the wintertime. Did the conductors ride outside like that, between the two cars? Or did they go between the two cars when it went into the station?

A: They would ride in the car and when they would come to a station, they would go outside and open the gates. There would be a driver and a conductor.

Q: They continued that practice, even on the steel cars that they had from the 1920s, and it wasn’t until the early 1950s that they changed that, and tried to change it around, so the conductor didn’t have to go between the two cars like that.

A: I remember the subway. Every two cars had a conductor that opened and closed the doors. The Kenwood “L” was something when it was running downtown. There would be a lot of people getting off at Oakenwald. In fact, I remember when I was a kid, I used to have a lemonade stand in front of my house and sell lemonade to everybody when they were getting off the train.

Q: At that time, it was a very popular line?

A: The whole neighborhood, whoever worked downtown, there would be a lotta people riding it, as a kid I remember that.

Q: But later, by the time it quit, by 1957, how was the ridership then?

A: Oh, very few. Very, very few.

Q: Because it was a shuttle, or for other reasons?

A: The neighborhood was changing racially and fewer African Americans worked downtown.

My best friend Eddie Moore’s father worked at the Post Office. Another friend across the street, I think her father was a teacher. It was what I call a middle-class neighborhood in those days.

(This and the next picture) Danny Yoshida, Ross Harano and his sister Cathy In March 1951. Ross writes, "Danny is on the left. He lived on Lake Park and 38th and was a classmate at Oakenwald until he moved to 45th and Lake Park." (Both courtesy of Ross Harano)

(This and the next picture) Danny Yoshida, Ross Harano and his sister Cathy In March 1951. Ross writes, “Danny is on the left. He lived on Lake Park and 38th and was a classmate at Oakenwald until he moved to 45th and Lake Park.” (Both courtesy of Ross Harano)

Q: Right. I worked for LaSalle Photo for many years, are you familiar with that company at all? The Yamamoto family. (1700 W. Diversey)

A: Oh sure, I know LaSalle. A lot of my buddies worked there. My good friend Danny Yoshida married the daughter.

Q: Right. Now, he died?

A: Yeah, he died.

Q: What happened to him?

A: I don’t know. I lost track of him. I was at an event and I was talking to someone who turned out to be his cousin. I learned that both Danny and his younger brother, Kenny, died. I believe the sister Carole is still alive. She married a friend of mine, but I lost touch with them. I have a lot of pictures of Danny and me at Oakenwald.

Q: Was he from the neighborhood?

A: He was at Oakenwald Grammar School. Then they moved to 45th and Lake Park, so he might’ve gone to Shakespeare Grammar School after that.

Q: Small world, yeah. What I recall, of course, Bill Yamamoto, he was very much, I would say, patriotic, in the sense that he could have saved a lot of money by using Fuji chemistry and paper, but he would only use Kodak, because it was American.

A: My uncle, Earl Harano, in North Platte, Nebraska, was also in the same business, so they knew each other. My uncle had a photography studio, in North Platte, Nebraska, and he secured all the school photos in Nebraska and southern South Dakota.

If you needed a job, Bill would hire you. If your son needed a job, Bill had a job for you. I had a lot of friends working there.

Q: When they let you drive a Kenwood “L” train for a little while, that must’ve been quite a thrill.

A: Yeah, it was just a brass handled knob on this thing. There was no speed involved. The train couldn’t go that fast. It had a governor on it, anyway (laughs). I think you turned the knob to a certain point, if you wanted it to go fast, you had to do something to get it to go to the next speed. The train had two speeds—slow, and slower (laughs). By the way, each driver would bring his own brass handled knob.

Q: The brake was separate?

A: I don’t remember the brake at all.

Q: On those cars, I think it was separate—probably air brakes.

A: It might have been. I never had to use the brake because I was going so slow (laughs). I didn’t drive it that far… I just drove it between the next to the last station at Lake Park to the terminal. I didn’t drive the whole route. I just drove it a little bit, so I could tell all my buddies, “Hey! I drove the train!”

Q: You’re probably one of the last few people alive who ever did, on that line.

A: (laughs) I never told anybody except my buddies we did it. I didn’t want to get anyone in trouble.

Q: Did they have basically the same two people working there, right up until the time it quit, or did that change?

A: All I remember is that I started working at the grocery store in sixth grade so that would be about 1954. Around that time, I met the drivers and conductors. I knew the ticket-taker in the station… it was a woman. I would just hang on to an adult and go right through. It wasn’t even a turnstyle.

Q: It’s unfortunate there really aren’t a lot of pictures of the interiors of many of these stations.

A: It was a pretty big station. If you look at pictures of the station, it was a pretty big building.

Q: Did they have a newsstand in there, or not?

A: At one point, there was a newsstand but it closed when the “L” became a shuttle. There was a ticket taker in the building where you paid your fare. When you arrived, there was an outside turnstyle cage to exit. You could also exit through the terminal.

Q: There was a short portion of the Kenwood line that was on a steel structure, and it joined up with this other embankment, and also had freight trains on it, right?

A: Right. It joined up at Lake Park.

Q: How far of a distance would that have been?

A: The tracks from the 42nd Place terminal went north to 40th and curved west to join up with the embankment. So it was about two and a half blocks. Along the north side of the embankment was 40th Street.

Q: That must have been fun, to ride some of these lines that don’t exist anymore. What was it like to ride on the Stockyards line?

A: I didn’t ride it that often. It was an adventure just to see everything. You’d get on at Indiana (Avenue), you’d ride, you’d see the Stockyards. I think I was having too much fun with my friends, to pay much close attention. We didn’t get off, that’s for sure. We just stayed on it for the round trip.

Q: I suppose there was quite an odor to the place in those days, wasn’t there?

A: We lived east of there, so yeah, when the wind was blowing, you could smell it. It wasn’t that bad of a smell. But you’d smell it when you went around (on the “L”).

Q: And that was unique, because they had a single-track loop there. They had some stations where there was only one track.

A: Yep. I don’t remember that. I only remember being on a train. I wasn’t paying too much attention to the tracks or anything, and plus there was two other kids, so we were joking around a lot (laughs).

Q: Tell me then, what happened to your family when you moved away from the neighborhood, to the north side. Was that because they shut down the “L”, or were there other factors involved?

A: What happened was that the “L” was shut down in ’57, and they began to tear it down in ’61. I was at Hyde Park High School. I started there in ’56 so I took the Kenwood “L” and transferred to the Jackson Park “L” and went to the end of the line at 63rd and Stony Island. In ’57, I started taking the 43rd Street bus to Drexel, and then I caught the southbound Drexel bus. It was a #1 or #5 Jeffrey Bus which dropped me off right in front of the school on Stony Island.

Q: Your family moved to the north side?

A: In 1961, the Chicago Housing Authority (CHA) purchased all the homes in the neighborhood to be torn down to construct the two high rise buildings. The CHA bought our property, which was lucky, otherwise we would’ve had a hard time selling it. We moved to Uptown only two-and-a-half blocks away from the (CTA) Red Line Argyle station. I would take the “L” everywhere. I gave my last car away to my son-in-law in 1990. I was working downtown so I took the subway every day.

Q: They recently completely rebuilt the whole Wilson Avenue station, and all the tracks around it. It was a huge project, and cost about $250m.

A: And now they’re doing a big thing. They’re gonna rebuild all the tracks along the way, get rid of the concrete bridges, and put in a steel structure to eliminate the center thing. They just started on it.

Q: Some of the stations are going to be shut down for a while. But at least they restored the lower portion of that Wilson station, bringing it back to its 1920s appearance. It was nice of them to do that, even though the whole inside is completely brand new.

A: They will have an organic food store there. The Argyle stop, when we first moved up north had two exits, one on the north side and one on the south side of Argyle. And eventually, when they redid the platform, they eliminated the south side exit.

Q: Tell me what happened to you and your family, after you moved north. You moved to Uptown for a few years…

A: We’re still in Uptown. My parents bought a 4 flat building on Argyle and we had our whole family in the building: my parents, my grandparents, my sister, my cousin, and my wife and kids lived there. Then I got wanderlust and I bought a building across the alley on Winnemac. My in-laws lived with us. It felt like a compound, like on The Godfather. We had all of our family around us, all the time, which was tremendous.

Q: What was your career, then?

A: I graduated from the University of Illinois with a degree in finance and worked in the actuarial department at CNA Insurance. And then I went out in the field and sold insurance and later ended up being vice president of the Bank of Chicago on Wilson and Broadway. When that bank was sold, I was vice-president of another community bank in Andersonville and later left banking to run an international trading group. Afterwards, I worked in government for the Attorney General of Illinois, Neil Hartigan, and later Roland Burris. Then I became president of the World Trade Center of Chicago which was at the Merchandise Mart. Then I ended up working for the State again as the Director of Trade for the State of Illinois. I retired in 2005.

Q: And what do you do to keep busy now?

A: I am the principal of a consulting group that specializes in assisting companies to export and import products and services. So I do a lot of consulting work for several companies. I’m trying to retire, but I keep getting new projects all the time.

Q: The internment of Japanese-Americans was a dark chapter in American history, one which unfortunately was affirmed by the Supreme Court, in a kind of notorious decision (Korematsu v. United States), which still, I don’t think, has been overturned since.

A: The internment of Japanese Americans in World War II is still constitutional. Fred Korematsu, Gordon Hirabayashi and Minoru Yasui were the three cases in which the US Supreme Court ruled that the internment was constitutional based upon on the grounds of military necessity.

The Supreme Court decisions have not been overturned. In 1983, however, the US District Court in San Francisco ruled that the US Government had withheld a government report that indicated that there were no cases of espionage or sabotage by the Japanese and that there was no military necessity for the Japanese American interment. The US District Court vacated the three convictions, however, the Supreme Court decisions have not been overturned. (Editor’s note: The Roberts Court essentially disavowed the Korematsu decision in the majority opinion to Trump v. Hawaii (2018), saying it had been wrongly decided.)

Q: Like I say, a dark chapter in American history, and unfortunately, now, our government is not doing good things with immigrants, and separating families, and establishing things that seem almost like concentration camps all over again.

A; Yes, the Japanese-American community has really been actively involved in protesting all of this.

I don’t know if you are aware of it, but in 1950, during the Joe McCarthy period, the Internal Security Act was passed in Congress. Title I of the Internal Security Act set up the Subversive Activity Control Board, which would be like Nazi Germany, they would have somebody on your block to report you, if they thought you were a Commie. Well, the liberals thought that this would pass, so they added Title II, which set up concentration camps in this country to be used in the event of war or insurrection within the US. The liberals thought that would be so revolting that everybody would vote against it.

But the anti-Communist mood was so bad in 1950, that if you didn’t vote for it, you felt like you weren’t coming back to Congress according to Congressman Sid Yates. He was a Northside Chicago Congressman first elected in 1948. So it was passed and vetoed by President Harry Truman. Congress voted to override his veto and ten camps were actually built in the US. Eventually, Title I was ruled unconstitutional and Title II, however, stayed on the books and was never repealed.

The original bill was known as the Nixon-Mundt Bill. We knew that Truman wouldn’t implement it, and the same for both Presidents Eisenhower and Kennedy. Eventually the ten camps were turned over to the Bureau of Prisons. And then in 1968 with all the rioting and everything else going on, the House Un-American Activities Committee (HUAC) said that the Black militants had declared war on the United States and were leading an insurrection and, therefore, the Internal Security Act of 1950 would be used to round them up and herd them into these camps.

So, what happened was, the Japanese American Citizens League led the effort to repeal Title II of the Internal Security Act and in 1973, it was repealed in Congress when there was a big wave of new Democratic Congressmen elected because of President Nixon’s unpopularity just like what took place in 2018. President Nixon signed the repeal legislation in Portland, Oregon, on his way to meet Emperor Hirohito. So the original Nixon-Mundt law’s repeal legislation was signed into law by President Nixon.

Q: That’s one of the ironies of history, I guess.

A: And the true irony is that Allenwood, Pennsylvania, where all of the Watergate conspirators went, was built under the Internal Security Act of 1950.

Q: I remember that when I worked for LaSalle Photo, the government issued some sort of an apology to the people who had been interned and offered them a cash payment.

A: In the mid-1970’s the Japanese American Citizens League began to seek redress and reparations for the Japanese community that were wrongfully interned during World War II. After many years of lobbying with Congressmen and Senators, a Federal Commission was appointed to hold hearings in several cities including Chicago. The Commission reported its findings to Congress and a Redress and Reparations Bill was introduced in both the House and Senate. After several years, it was finally passed in Congress. But it took a while to convince Reagan to sign the repeal legislation in August 1988. The original estimate by the Bank of America that financial losses were $5 billion in 1988 dollars which meant about $40k for every person who was in camp. Well, they didn’t do that. They sent $20k to everyone who was still alive. So, if you were alive in August 1988, you were eligible to get $20k in reparations. Most people felt the apology letter was more important than the money. The checks were finally mailed out when Bush was President. President Bush signed the formal apology letter and there was a check attached to it.

Q: Because you were in the camps, then, you did receive this kind of payment?

A: Oh yeah, I got a check, $20k check. I cashed it. Some folks said they weren’t going to cash it, I said good luck, I cashed mine. I made a copy of it, and I also have the original letter from Bush.

Q: I remember from when I worked at LaSalle Photo, this lady I worked with, said she was going to refuse the payment.

A: Some folks felt that way, I had no problem with that. I think that when the payment was refused, the money was put into a foundation. The foundation funds were spent on educational programs about the camps and the funds were used to take care of the camps. In the camp at Rohwer, Arkansas, there’s a cemetery for the internees who died in the camps that needs to be maintained. And also, the camps are now designated as national monuments.

Q: Well, if we don’t learn from history, we are probably doomed to repeat it.

A: That’s true.

Q: A lesson that unfortunately, many people haven’t learned.

A: Yes, and what is happening today, as you know, and even with this Covid-19 situation, Asians are being picked out. Because it started in China. We’re a visible minority, so in World War II I was a Jap, in the Korean War I was a Chink, in the Vietnam War I was a Gook. People can’t tell us apart, so because of that, and the fact that our existence in the US has never been legitimatized in the history books, we’re always viewed as foreigners. People keep saying to me, “Where did you learn English?”, Hyde Park High School, “Where were you born?”, California, “Where were your parents born?”, California, “Your grandfather?”, Japan, “You’re Japanese.” Now I don’t ask anybody where they’re from. If they’re white, you never ask anybody, are you Lithuanian, Polish, Estonian, or Ukrainian, whatever. We don’t ask that. Although I do ask people, I see your last name, and I say, oh, you have a Polish background, and I’ve been to Poland, and my son-in-law’s Polish. I have a lot of friends who are Lithuanian and Ukrainian. I was very active with the Baltic ethnic groups. We keep in touch with each other.

Q: This book I am working on is going to be called Chicago’s Lost “L”s. The idea is to tell a story through pictures.

A: Frank Kruesi, who was head of the CTA way back, is a hero to me because he eliminated the A/B stops. Argyle was an “A” stop, so if you heard a train coming, you’d run like hell to get up there and sometimes and it turned out to be a “B” train that went right by you. He is a hero to me because if you hear a train coming you know it’s going to stop (laughs).

Q: You know why that came about, because when the CTA, the Rapid Transit and the Surface Lines had been competitors, more or less. The typical thing was that, in some places, they had stations every two blocks on the “L”, and people lived in the neighborhoods and they would walk to the “L”. Things started to change when people got more cars, and the CTA took over, and they were trying to consolidate everything, and develop more of a cooperative system between the buses, streetcars, and the “L”, they closed a lot of stations, to try and speed up the service, because like you say, with those old cars, there were two speeds—slow, and slower. They found that if they speeded things up, they would get more riders. The A/B thing, that started out in Oak Park on the Lake Street “L”, in 1948, and it was credited with saving that line, because otherwise, the service was pretty slow. At first it was a good thing, because there were too many stations, but over the years, they closed so many stations, that by the time they got rid of the A/B thing, it was totally unnecessary. There weren’t that many stations, and now they’ve even put a few of them back. Now maybe in some places, they have too few stations. We’ve gone back to where the trains make all the stops again.

The view from the roof of the house at 4201 S. Oakenwald. In the distance, you can see the 43rd Street station of the Illinois Central Electric commuter trains. (Courtesy of Ross Harano)

The view from the roof of the house at 4201 S. Oakenwald. In the distance, you can see the 43rd Street station of the Illinois Central Electric commuter trains. (Courtesy of Ross Harano)

A: I looked at your web site and I noticed your mentioning the South Shore “Orange” trains. They were fast. I had two friends killed by the Illinois Central trains. We used to cross the tracks, you know, to get to the park.

Q: Was that on a lower level than the rest of the neighborhood?

A: The Illinois Central tracks were slightly below level. And so, there was one kid, we used to play ice hockey together was killed by a local while I was in grammar school, so it probably had to be the early ‘50s. The other friend was hit by the South Shore “Orange” train.

Q: It’s been fascinating talking to you. A lot of your family’s history, it’s very important history, for the City of Chicago, because we value diversity here. And it’s history that I think more people ought to know.

A: I agree.

Q: Thanks so much!

Ross Harano in 2012.

Ross Harano in 2012.

Further Information:

Internment of Japanese Americans

Harano and Mayewacki Family World War II Veterans

Japanese-American Service in World War II

Korematsu v. United States

Mitsuye Endo

Jerome War Relocation Center

The McCarran Internal Security Act

WTTW segment from Chicago Tonight about the Kenwood “L”

WTTW segment from Chicago Tonight about the Kiosk Sphinx (Eiffel Tower replica)

Article about the Kiosk Sphinx

1939 Chicago Surface Lines Training Program

In 2016, we were fortunate to acquire a rare 16″ transcription disc, made in 1939 for the Chicago Surface Lines. This included an audio presentation called “Keeping Pace,” about 20 minutes long, that CSL used for employee training.

We were recently able to find someone who could play such a large disc, and now this program has been digitized and can be heard for the first time in more than 80 years. We have added it as a bonus feature to our Red Arrow Lines 1967 CD, available below and through our Online Store.

Screen Shot 03-16-16 at 06.58 PM.PNGScreen Shot 03-17-16 at 12.44 AM.PNG

RAL
Red Arrow Lines 1967: Straffords and Bullets
# of Discs – 1
Price: $14.99

This disc features rare, long out-of-print audio recordings of two 1967 round trips on the Philadelphia & Western (aka “Red Arrow Lines”) interurban between Philadelphia and Norristown, the famous third rail High-Speed Line.  One trip is by a Strafford car and the other by one of the beloved streamlined Bullets.  The line, about 13 miles long and still in operation today under SEPTA, bears many similarities to another former interurban line, the Chicago Transit Authority‘s Yellow Line (aka the “Skokie Swift”).  We have included two bonus features, audio of an entire ride along that five mile route, which was once part of the North Shore Line, and a 20-minute 1939 Chicago Surface Lines training program (“Keeping Pace”).  This was digitized from a rare original 16″ transcription disc and now can be heard again for the first time in over 80 years.

Total time – 73:32

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

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

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

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

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Loose Ends, Part Two

Now here is a very unusual view, taken on April 14, 1957 from the wooden trestle used by Garfield Park "L" trains to loop around at Forest Park circa 1953-59. This arrangement was necessary due to the separation of CTA and CA&E tracks, when the latter cut back service due to the Congress Expressway construction project in the city. Interurban trains turned on a loop between the CTA tracks on the east side of the terminal, while CTA trains went up and over the CA&E on the west end. To get this picture, the photographer either had to be inside a train, or on the walkway. This is only the second such picture I have seen, and the view looks to the north. In the background, you can see the Chicago Great Western freight tracks, abandoned in the early 1970s. The terminal area has been redone twice since then, and the buildings at right in the background are where a parking lot is now. The Altenheim retirement home (at left), built in 1886, is still there today at 7824 W. Madison Street. A two-car train of CTA "Baldy" 4000s negotiates the loop.

Now here is a very unusual view, taken on April 14, 1957 from the wooden trestle used by Garfield Park “L” trains to loop around at Forest Park circa 1953-59. This arrangement was necessary due to the separation of CTA and CA&E tracks, when the latter cut back service due to the Congress Expressway construction project in the city. Interurban trains turned on a loop between the CTA tracks on the east side of the terminal, while CTA trains went up and over the CA&E on the west end. To get this picture, the photographer either had to be inside a train, or on the walkway. This is only the second such picture I have seen, and the view looks to the north. In the background, you can see the Chicago Great Western freight tracks, abandoned in the early 1970s. The terminal area has been redone twice since then, and the buildings at right in the background are where a parking lot is now. The Altenheim retirement home (at left), built in 1886, is still there today at 7824 W. Madison Street. A two-car train of CTA “Baldy” 4000s negotiates the loop.

Here are more “loose ends” for your enjoyment. Most of today’s pictures were scanned a year ago as part of a much larger batch, and are from the collections of William Shapotkin, for which we are most grateful. Most of these are classic black-and-white pictures of Chicago Surface Lines streetcars.

If you have questions, comments, or additional information about any of the locations in these pictures, we would love to hear from you. As always, please refer to each image by its file name, which you can find by hovering your computer mouse over it. (For example, the image at the top of this post is rbk501.) As of July 22nd, thanks to our readers, we have updated the captions on 20 of these photos.

Enjoy!

-David Sadowski

Recent Finds

What is known today as the East Troy Electric Railroad survived to the present day due to its continued use as an electric freight line, as this scene from April 16, 1965 shows. Once part of the TMER&L interurban network, there was passenger service between East Troy and Milwaukee from 1907 to 1939. The railroad continued to operated freight for another ten years after that, and starting in 1950, the interchange line was owned and operated by East Troy. Museum operations began to be phased in as early as 1967. Here, we see line car M-15 at Mukwonago. This car is now at the Illinois Railway Museum.

What is known today as the East Troy Electric Railroad survived to the present day due to its continued use as an electric freight line, as this scene from April 16, 1965 shows. Once part of the TMER&L interurban network, there was passenger service between East Troy and Milwaukee from 1907 to 1939. The railroad continued to operated freight for another ten years after that, and starting in 1950, the interchange line was owned and operated by East Troy. Museum operations began to be phased in as early as 1967. Here, we see line car M-15 at Mukwonago. This car is now at the Illinois Railway Museum.

CSL PCC 4062, on its way toward delivery from the Pullman plant in Massachusetts to Chicago in 1946, as the city's first postwar streetcar.

CSL PCC 4062, on its way toward delivery from the Pullman plant in Massachusetts to Chicago in 1946, as the city’s first postwar streetcar.

Through a process of elimination, it can be determined that this is a rare photo of the interior of experimental CSL pre-PCC car 7001, built by Brill in 1934. The Cottage Grove destination sign means we are in Chicago, and the seat configuration is different than the 1936 PCCs. The flat back window means this is not the 4001, so this is the 7001 for sure. Interestingly, the seats looks nearly identical to those found in Washington DC pre-PCC 1053 (see the following picture). The Washington cars were built in 1935 and while the order was split between Brill and St. Louis Car Company, the seats were most likely sourced from a third vendor and were the same in all those cars (and unfortunately, none exist today).

Through a process of elimination, it can be determined that this is a rare photo of the interior of experimental CSL pre-PCC car 7001, built by Brill in 1934. The Cottage Grove destination sign means we are in Chicago, and the seat configuration is different than the 1936 PCCs. The flat back window means this is not the 4001, so this is the 7001 for sure. Interestingly, the seats looks nearly identical to those found in Washington DC pre-PCC 1053 (see the following picture). The Washington cars were built in 1935 and while the order was split between Brill and St. Louis Car Company, the seats were most likely sourced from a third vendor and were the same in all those cars (and unfortunately, none exist today).

Here are some pictures we previously posted of 7001 and 1053:

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

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

DC Transit pre-PCC streamlined streetcar at the National Capital Trolley Museum in 1993. Part of a 20-car order in 1935, split between Brill and St Louis Car Company. This is a St. Louis Car Company product. Sadly this car was lost to a carbarn fire at the museum in 2003. (John Smatlak Photo)

DC Transit pre-PCC streamlined streetcar at the National Capital Trolley Museum in 1993. Part of a 20-car order in 1935, split between Brill and St Louis Car Company. This is a St. Louis Car Company product. Sadly this car was lost to a carbarn fire at the museum in 2003. (John Smatlak Photo)

1053 interior. (John Smatlak Photo)

1053 interior. (John Smatlak Photo)

1053 interior. (John Smatlak Photo)

1053 interior. (John Smatlak Photo)

From the Collections of William Shapotkin:

CSL 6226 at Damen and 63rd in 1944.

CSL 6226 at Damen and 63rd in 1944.

CSL 6073 at Roosevelt and Wabash.

CSL 6073 at Roosevelt and Wabash.

CSL prewar PCC 4002 at Kedzie Station, pulling in after operating on the Madison-Fifth line.

CSL prewar PCC 4002 at Kedzie Station, pulling in after operating on the Madison-Fifth line.

CSL 6148.

CSL 6148.

CSL 1812, signed for Adams-Downtown.

CSL 1812, signed for Adams-Downtown.

CSL 6122,

CSL 6122,

CSL 1545.

CSL 1545.

CSL 1859 is near a construction site. But the extreme contrast of this picture offers no clue to the location. Andre Kristopans: "1859 at construction site WB on Adams at Clinton." Marty Robinson adds, "This improved view clearly show Adams on the street sign, and the sign on the building to the left says Franklin Bowling."

CSL 1859 is near a construction site. But the extreme contrast of this picture offers no clue to the location. Andre Kristopans: “1859 at construction site WB on Adams at Clinton.” Marty Robinson adds, “This improved view clearly show Adams on the street sign, and the sign on the building to the left says Franklin Bowling.”

CSL 3180.

CSL 3180.

CSL 3123 at Cermak and Prairie, east end of the Cermak route.

CSL 3123 at Cermak and Prairie, east end of the Cermak route.

CSL 2617.

CSL 2617.

CSL 6235 on the South Chicago-Ewing route. Mike adds, "6235 is heading south on Ewing just past 94th. The bar in the background still exists."

CSL 6235 on the South Chicago-Ewing route. Mike adds, “6235 is heading south on Ewing just past 94th. The bar in the background still exists.”

CSL 392 is heading to 74th and Ashland.

CSL 392 is heading to 74th and Ashland.

CSL 6243 on the Pershing Road line.

CSL 6243 on the Pershing Road line.

CSL 6248 is on the South Chicago-Ewing route. Mike adds, "6248 is heading north on Ewing across the 92nd St. Bridge. The tower in the background is visible in the photo of 6235, too. The blast furnaces of Youngstown Sheet & Tube are visible at left."

CSL 6248 is on the South Chicago-Ewing route. Mike adds, “6248 is heading north on Ewing across the 92nd St. Bridge. The tower in the background is visible in the photo of 6235, too. The blast furnaces of Youngstown Sheet & Tube are visible at left.”

CSL 793, signed to go to Damen and Blue Island, is near Diamond Lil's Tavern. Mike adds, "793 is at the corner of 18th & Damen – the Diamond Lil’s building is still standing."

CSL 793, signed to go to Damen and Blue Island, is near Diamond Lil’s Tavern. Mike adds, “793 is at the corner of 18th & Damen – the Diamond Lil’s building is still standing.”

CSL 3120 on a 1940s charter. Mike adds, "3120 is at the corner of 79th & Vincennes. The building in the background recently burned down and was demolished."

CSL 3120 on a 1940s charter. Mike adds, “3120 is at the corner of 79th & Vincennes. The building in the background recently burned down and was demolished.”

CSL 5723,

CSL 5723,

51st and South Park, circa 1929. The Willard Theater was located at 340 E. 51st Street. It closed in the 1950s, and the building is now used as a church and community center.

51st and South Park, circa 1929. The Willard Theater was located at 340 E. 51st Street. It closed in the 1950s, and the building is now used as a church and community center.

South Chicago and 93rd.

CSL 3266, running on the 59th-61st Street route. Mike adds, "3266 is heading south on Blackstone from 60th. The street has been vacated and none of the buildings remain."

CSL 3266, running on the 59th-61st Street route. Mike adds, “3266 is heading south on Blackstone from 60th. The street has been vacated and none of the buildings remain.”

The interior of CSL 1400.

The interior of CSL 1400.

CSL 1616 heads west on Lake Street in the 1940s, with the Lake Street "L" station at Laramie in the background. The "L" went down an inclined ramp and ran on the surface to Forest Park, and paralleled the streetcar line for a few blocks.

CSL 1616 heads west on Lake Street in the 1940s, with the Lake Street “L” station at Laramie in the background. The “L” went down an inclined ramp and ran on the surface to Forest Park, and paralleled the streetcar line for a few blocks.

CSL 4035, in an experimental color scheme, at Madison and Austin circa 1945-46. Several different designs were tried out just prior to the arrival of the 600 postwar PCCs, but the design chosen was not exactly like any of these.

CSL 4035, in an experimental color scheme, at Madison and Austin circa 1945-46. Several different designs were tried out just prior to the arrival of the 600 postwar PCCs, but the design chosen was not exactly like any of these.

State and Randolph, June 18, 1942.

CSL 4018 in an experimental paint scheme circa 1945-46. This is the Madison-Austin loop, west end of Route 20.

CSL 4018 in an experimental paint scheme circa 1945-46. This is the Madison-Austin loop, west end of Route 20.

CSL 6149 is southbound at Halsted and Chicago.

CSL 6149 is southbound at Halsted and Chicago.

CSL 6135 at Pershing and Ashland.

CSL 6135 at Pershing and Ashland.

CSL 3099. Mike: "3099 is at the corner of Leavitt and Coulter. The corner building still stands."

CSL 3099. Mike: “3099 is at the corner of Leavitt and Coulter. The corner building still stands.”

CSL 5733.

CSL 5733.

CSL 5612. Mike adds, "5612 is heading west on 56th from Stony Island. Bret Harte School is at left and in background are both the older and newer wings of the Windermere Hotel."

CSL 5612. Mike adds, “5612 is heading west on 56th from Stony Island. Bret Harte School is at left and in background are both the older and newer wings of the Windermere Hotel.”

CSL 1841. Not sure where Burny's Grill, at right, was located.

CSL 1841. Not sure where Burny’s Grill, at right, was located.

CSL 1836, signed to go to Van Buren and Dearborn.

CSL 1836, signed to go to Van Buren and Dearborn.

The interior of CSL 1218.

The interior of CSL 1218.

Chicago & West Towns 165, signed for Melrose Park. I am wondering if this could be on Lake Street in Maywood.

Chicago & West Towns 165, signed for Melrose Park. I am wondering if this could be on Lake Street in Maywood.

SF Muni double-end PCC 1008.

SF Muni double-end PCC 1008.

Chicago & West Towns 164 is eastbound on Lake Street in Oak Park, near Austin Boulevard.

Chicago & West Towns 164 is eastbound on Lake Street in Oak Park, near Austin Boulevard.

CSL 3286. Is this the interior of Kedzie Station?

CSL 3286. Is this the interior of Kedzie Station?

CSL 6221. Andre Kristopans: "6221 nb on S Chicago at 79th/ Stony Island."

CSL 6221. Andre Kristopans: “6221 nb on S Chicago at 79th/ Stony Island.”

CSL 1875.

CSL 1875.

CSL 5746 in July 1946.

CSL 5746 in July 1946.

CSL 5724 on the South Deering route.

CSL 5724 on the South Deering route.

CSL 5737.

CSL 5737.

CSL 3174, signed for Through Route 8 (Halsted).

CSL 3174, signed for Through Route 8 (Halsted).

CSL 1522.

CSL 1522.

CSL 6143 at Wacker Drive in downtown Chicago, heading north.

CSL 6143 at Wacker Drive in downtown Chicago, heading north.

CSL 5941. S. Terman adds, "5941 is at North/Cicero carbarn."

CSL 5941. S. Terman adds, “5941 is at North/Cicero carbarn.”

CSL 1602 under the "L" (Lake Street... or 63rd?). M.E.: "I thought I read someplace that streetcars on Lake St. had to be narrower than normal because the tracks were closer together than normal because the L support beams were so close to the tracks. That, in turn, meant the auto lanes were outside the L structure. So I suspect this picture shows 63rd St. under the Jackson Park L." On the other hand, Mike writes, "1602 is on Lake near Sangamon (the street sign is half visible at far left). That is most likely the Morgan St. station for the Lake Street elevated train in the background."

CSL 1602 under the “L” (Lake Street… or 63rd?). M.E.: “I thought I read someplace that streetcars on Lake St. had to be narrower than normal because the tracks were closer together than normal because the L support beams were so close to the tracks. That, in turn, meant the auto lanes were outside the L structure. So I suspect this picture shows 63rd St. under the Jackson Park L.” On the other hand, Mike writes, “1602 is on Lake near Sangamon (the street sign is half visible at far left). That is most likely the Morgan St. station for the Lake Street elevated train in the background.”

5243 at Randolph and State. From the looks of things, this might predate the creation of the Chicago Surface Lines.

5243 at Randolph and State. From the looks of things, this might predate the creation of the Chicago Surface Lines.

CSL 5819 at Cottage Grove and 115th.

CSL 5819 at Cottage Grove and 115th.

CSL 3191 at Clark and LaSalle.

CSL 3191 at Clark and LaSalle.

CSL 3041 at Montrose and Milwaukee (west end of the Montrose line). S. Terman adds, "Since 3041 brill is a 2 man car, its looks odd as Montrose is 1 man operation unless its a school trip." Thanks to Steve D. for correcting this location (we had thought it was Montrose and Broadway, which is how the photo was marked, see his Comment.) The view looks northwest. He speculates that there was a delay on Elston, and a two-man car from that line was diverted onto west Montrose.

CSL 3041 at Montrose and Milwaukee (west end of the Montrose line). S. Terman adds, “Since 3041 brill is a 2 man car, its looks odd as Montrose is 1 man operation unless its a school trip.” Thanks to Steve D. for correcting this location (we had thought it was Montrose and Broadway, which is how the photo was marked, see his Comment.) The view looks northwest. He speculates that there was a delay on Elston, and a two-man car from that line was diverted onto west Montrose.

The same location today.

The same location today.

CSL 1415 at Laramie and Lake, near the Lake Street "L".

CSL 1415 at Laramie and Lake, near the Lake Street “L”.

CRT 4069 is, I believe northbound at Chicago Avenue, running as a Ravenswood Express sometime between 1943 and 1949, a period when the Rave was routed through the new State Street Subway. (Edward Frank, Jr. Photo) M.E.: "As your caption says, the Ravenswood ran in the State St. subway til 1949. And then it ran through to Englewood. After 1949, when the CTA implemented A and B skip-stop service, Englewood trains went instead to Howard St., and the Ravenswood got its own service using the original L structure into the Loop. As for the destination sign on the front, this style preceded A and B service. I think it's possible this picture was taken prior to 1943. Miles Beitler: "Photo img750 puzzles me. If this was in fact a subway train, the destination sign should read “VIA SUBWAY” and the train would serve the Chicago/State subway station rather than the Chicago Avenue elevated station. Since Ravenswood express trains did use the subway until 1949, and this train obviously did not, I wonder if the photo predates the opening of the subway."

CRT 4069 is, I believe northbound at Chicago Avenue, running as a Ravenswood Express sometime between 1943 and 1949, a period when the Rave was routed through the new State Street Subway. (Edward Frank, Jr. Photo) M.E.: “As your caption says, the Ravenswood ran in the State St. subway til 1949. And then it ran through to Englewood. After 1949, when the CTA implemented A and B skip-stop service, Englewood trains went instead to Howard St., and the Ravenswood got its own service using the original L structure into the Loop. As for the destination sign on the front, this style preceded A and B service. I think it’s possible this picture was taken prior to 1943. Miles Beitler: “Photo img750 puzzles me. If this was in fact a subway train, the destination sign should read “VIA SUBWAY” and the train would serve the Chicago/State subway station rather than the Chicago Avenue elevated station. Since Ravenswood express trains did use the subway until 1949, and this train obviously did not, I wonder if the photo predates the opening of the subway.”

Chicago & West Towns 1151, eastbound on Lake Street in Oak Park, a block away from the end of the line at Austin Boulevard. The building to the north is still standing.

Chicago & West Towns 1151, eastbound on Lake Street in Oak Park, a block away from the end of the line at Austin Boulevard. The building to the north is still standing.

The same location today.

The same location today.

This is a somewhat unusual view, taken along the B&OCT tracks, just west of Central Avenue. At left, you can see the CTA's Central Avenue stop on the Congress line, now the Blue Line. The station closed in 1973 due to lack of ridership. The Eisenhower expressway would be to the left of the station, which was not served by buses, and was the only walkup (other than the Forest Park terminal) on this line, which is almost all in an open cut. We are looking mainly to the east and a bit to the north.

This is a somewhat unusual view, taken along the B&OCT tracks, just west of Central Avenue. At left, you can see the CTA’s Central Avenue stop on the Congress line, now the Blue Line. The station closed in 1973 due to lack of ridership. The Eisenhower expressway would be to the left of the station, which was not served by buses, and was the only walkup (other than the Forest Park terminal) on this line, which is almost all in an open cut. We are looking mainly to the east and a bit to the north.

A two-car train of CRT gate cars at Halsted on the Stock Yards branch of the "L". This picture can be dated to about March 1946 from the advertising posters. The Olsen and Johnson comedy team, of Hellzapoppin' fame, were appearing at the Schubert Theater in Laffing Room Only.

A two-car train of CRT gate cars at Halsted on the Stock Yards branch of the “L”. This picture can be dated to about March 1946 from the advertising posters. The Olsen and Johnson comedy team, of Hellzapoppin’ fame, were appearing at the Schubert Theater in Laffing Room Only.

When we see pictures of Western Avenue PCC cars, the question is usually, which terminal is this? Berwyn and 79th had very similar turnaround loops, built around the same time (and still used today by buses). Since the buildings at rear do not match those seen at Berwyn, I am going to say this is Western and 79th. M.E.: "This has to be 79th, for two reasons: (1) Photos I have seen of the Berwyn terminal have more vegetation. (2) In the foreground of this picture are bus lanes. I don't remember any bus service at Berwyn. On the contrary, both the 49A South Western and both lines on 79th St. (route 79 east to the lake, and route 79A west to Cicero) used this terminal."

When we see pictures of Western Avenue PCC cars, the question is usually, which terminal is this? Berwyn and 79th had very similar turnaround loops, built around the same time (and still used today by buses). Since the buildings at rear do not match those seen at Berwyn, I am going to say this is Western and 79th. M.E.: “This has to be 79th, for two reasons: (1) Photos I have seen of the Berwyn terminal have more vegetation. (2) In the foreground of this picture are bus lanes. I don’t remember any bus service at Berwyn. On the contrary, both the 49A South Western and both lines on 79th St. (route 79 east to the lake, and route 79A west to Cicero) used this terminal.”

North Shore Line streetcar 360 is signed for the Naval Station, which makes this Waukegan. Joe Stupar: "The North Shore Line streetcar 360 looks like it might be at the North end of North Av? The house looks a lot like 416 W Greenwood Av, still there."

North Shore Line streetcar 360 is signed for the Naval Station, which makes this Waukegan. Joe Stupar: “The North Shore Line streetcar 360 looks like it might be at the North end of North Av? The house looks a lot like 416 W Greenwood Av, still there.”

Not sure where this rather blurry picture of a CSL car barn is. Andre Kristopans: "The blurry carbarn shot should be Burnside, looking south on Drexel from 93rd." M.E.: "I'll hazard a guess this is the carbarn on 93rd at Drexel (900 east). I say this because I think there are railroad cars in the background. A block or so east of the Drexel barn, the 93rd St. car turned right (on Kenwood, I think) to reach a private right-of-way that crossed the railroad at grade level. Altogether an interesting operation."

Not sure where this rather blurry picture of a CSL car barn is. Andre Kristopans: “The blurry carbarn shot should be Burnside, looking south on Drexel from 93rd.” M.E.: “I’ll hazard a guess this is the carbarn on 93rd at Drexel (900 east). I say this because I think there are railroad cars in the background. A block or so east of the Drexel barn, the 93rd St. car turned right (on Kenwood, I think) to reach a private right-of-way that crossed the railroad at grade level. Altogether an interesting operation.”

A North Shore Line Electroliner is off in the distance, making a stop at... where? Scott Greig: "The southbound Electroliner with the MD car at far left is looking northeast at Downey's-Great Lakes. MD cars were commonly used to move sailors' baggage, even after LCL service ended in 1947." Joe Stupar: "The Electroliner looks like it’s at Great Lakes? Looks like a coach and an MD car in the pocket there."

A North Shore Line Electroliner is off in the distance, making a stop at… where? Scott Greig: “The southbound Electroliner with the MD car at far left is looking northeast at Downey’s-Great Lakes. MD cars were commonly used to move sailors’ baggage, even after LCL service ended in 1947.” Joe Stupar: “The Electroliner looks like it’s at Great Lakes? Looks like a coach and an MD car in the pocket there.”

CSL 3258 on the 59th-61st route. Could this be the east end of the line? M.E.: "This is definitely the east end of the 59th/61st line. It is on Blackstone Ave. (1430 E.) looking north toward the Midway Plaisance (which was between 59th St. to the north and 60th St. to the south).. Across the Midway are some buildings from the University of Chicago. Notice that both trolleys are up, and the destination sign says "Central Park", referring to Central Park Ave. (3600 W.), the line's western terminus. (As I remember, the eastbound terminal sign read "60th - Blackstone".) Google maps shows where 61st St. turned left toward where Blackstone would have been. In Google, Blackstone is labelled farther north."

CSL 3258 on the 59th-61st route. Could this be the east end of the line? M.E.: “This is definitely the east end of the 59th/61st line. It is on Blackstone Ave. (1430 E.) looking north toward the Midway Plaisance (which was between 59th St. to the north and 60th St. to the south).. Across the Midway are some buildings from the University of Chicago. Notice that both trolleys are up, and the destination sign says “Central Park”, referring to Central Park Ave. (3600 W.), the line’s western terminus. (As I remember, the eastbound terminal sign read “60th – Blackstone”.) Google maps shows where 61st St. turned left toward where Blackstone would have been. In Google, Blackstone is labelled farther north.”

A North Shore Line train "at speed," as they used to say. Not sure where this is. Joe Stupar: "The North Shore train at speed looks like it might be at 4 Mile Substation? The building looks similar, and this other photo of the south side shows a similar setup with the high tension wires coming over the building, and a simple tap with no steel structure."

A North Shore Line train “at speed,” as they used to say. Not sure where this is. Joe Stupar: “The North Shore train at speed looks like it might be at 4 Mile Substation? The building looks similar, and this other photo of the south side shows a similar setup with the high tension wires coming over the building, and a simple tap with no steel structure.”

CSL 3219 is at the east end of the 43rd Street line, adjacent to an Illinois Central electric suburban service station. This was also near the end of the line of the Kenwood branch of the "L".

CSL 3219 is at the east end of the 43rd Street line, adjacent to an Illinois Central electric suburban service station. This was also near the end of the line of the Kenwood branch of the “L”.

A pair of CAT wooden "L" cars, shown here, survived into the mid-1960s, as shown by this view of the yard at Logan Square, where 6000s and 2000s are in evidence. This dates the picture to sometime between 1964 and 1970. Andre Kristopans: "The wood work motors at Logan Square hauled the rail grinder sleds until 1965 or so." Scott Greig: "Wood "L" cars at Logan...there were several wood cars (particularly the 1809-1815 group) that lasted in work service as late as 1968, maybe even 1970. Given that there's no crane or flat cars with them, they may be a rail grinder train."

A pair of CAT wooden “L” cars, shown here, survived into the mid-1960s, as shown by this view of the yard at Logan Square, where 6000s and 2000s are in evidence. This dates the picture to sometime between 1964 and 1970. Andre Kristopans: “The wood work motors at Logan Square hauled the rail grinder sleds until 1965 or so.” Scott Greig: “Wood “L” cars at Logan…there were several wood cars (particularly the 1809-1815 group) that lasted in work service as late as 1968, maybe even 1970. Given that there’s no crane or flat cars with them, they may be a rail grinder train.”

I believe this is the Chicago & West Towns car barn, which was located in North Riverside. (Many photos list it as "Berwyn," but it's across the street from that suburb.) The West Towns had two car barns, the other at Lake and Ridgeland in Oak Park. Although both were in the 'burbs, the North Riverside one was often referred to as the "suburban" barn. The area around the Oak Park barn was a lot more built up than this.

I believe this is the Chicago & West Towns car barn, which was located in North Riverside. (Many photos list it as “Berwyn,” but it’s across the street from that suburb.) The West Towns had two car barns, the other at Lake and Ridgeland in Oak Park. Although both were in the ‘burbs, the North Riverside one was often referred to as the “suburban” barn. The area around the Oak Park barn was a lot more built up than this.

1939 Chicago Surface Lines Training Program

In 2016, we were fortunate to acquire a rare 16″ transcription disc, made in 1939 for the Chicago Surface Lines. This included an audio presentation called “Keeping Pace,” about 20 minutes long, that CSL used for employee training.

We were recently able to find someone who could play such a large disc, and now this program has been digitized and can be heard for the first time in more than 80 years. We have added it as a bonus feature to our Red Arrow Lines 1967 CD, available below and through our Online Store.

Screen Shot 03-16-16 at 06.58 PM.PNGScreen Shot 03-17-16 at 12.44 AM.PNG

RAL
Red Arrow Lines 1967: Straffords and Bullets
# of Discs – 1
Price: $14.99

This disc features rare, long out-of-print audio recordings of two 1967 round trips on the Philadelphia & Western (aka “Red Arrow Lines”) interurban between Philadelphia and Norristown, the famous third rail High-Speed Line.  One trip is by a Strafford car and the other by one of the beloved streamlined Bullets.  The line, about 13 miles long and still in operation today under SEPTA, bears many similarities to another former interurban line, the Chicago Transit Authority‘s Yellow Line (aka the “Skokie Swift”).  We have included two bonus features, audio of an entire ride along that five mile route, which was once part of the North Shore Line, and a 20-minute 1939 Chicago Surface Lines training program (“Keeping Pace”).  This was digitized from a rare original 16″ transcription disc and now can be heard again for the first time in over 80 years.

Total time – 73:32

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

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

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

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

Help Support The Trolley Dodger

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This is our 253rd 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 647,000 page views, for which we are very grateful.

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

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

We thank you for your support.

DONATIONS

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

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

Surface Service

FYI, we recently acquired 41 more copies of Surface Service, the Chicago Surface Lines employee magazine that was published from 1923 to 1947. Here are the front and back covers from these issues. (Back covers are missing from two issues. We will eventually find replacements.)

Surface Service is full of interesting tidbits of information on CSL operations. Many individual employees are mentioned, especially old-timers and retirees. They frequently ran old photos sent in by current or former employees. Back in CSL days, there was no mandatory retirement age, and some employees worked well into their 70s.

There are perhaps 700 pages of material in these 41 issues, and all this is being added to our E-book Chicago’s PCC Streetcars: The Rest of the Story, available in our Online Store. This joins 34 issues of Surface Service that we had previously scanned.

In addition, this post features more recent photo finds, and another great batch of classic Chicago Aurora & Elgin pictures courtesy of Jack Bejna.

-Enjoy!

-David Sadowski

Recent Finds

We ran this photo some time ago in Chicago Surface Lines Photos, Part Seven (February 26, 2016):

CTA 5565 on September 10, 1949. This was known as a Brill-American-Kuhlman car. M. E. writes, "Methinks this photo is at Root St. (4130 South) and Halsted. Under that assumption, the view faces north, the L is the Stock Yards L, and the streetcar is on the 44 Wallace-Racine line, heading from westbound on Root to southbound on Halsted."

CTA 5565 on September 10, 1949. This was known as a Brill-American-Kuhlman car. M. E. writes, “Methinks this photo is at Root St. (4130 South) and Halsted. Under that assumption, the view faces north, the L is the Stock Yards L, and the streetcar is on the 44 Wallace-Racine line, heading from westbound on Root to southbound on Halsted.”

Now we have another picture, taken at the same location:

CSL 5094 is clearly a Wallce-Racine car in this picture, which supports the idea that this is Root and Halsted, with the Stock Yards "L" in the background. Note the old Bowman dailry milk truck at right. (Joe L. Diaz Photo)

CSL 5094 is clearly a Wallce-Racine car in this picture, which supports the idea that this is Root and Halsted, with the Stock Yards “L” in the background. Note the old Bowman dailry milk truck at right. (Joe L. Diaz Photo)

I would say this photo of prewar PCC 4047 was taken circa 1948, when the loop at 63rd Place and Narragansett was brand new. Formerly, double-ended cars ran to Oak Park Avenue a half-mile west of here.

I would say this photo of prewar PCC 4047 was taken circa 1948, when the loop at 63rd Place and Narragansett was brand new. Formerly, double-ended cars ran to Oak Park Avenue a half-mile west of here.

CTA 4019 is westbound on private right-of-way on 63rd Place, near the Narragansett loop. You would hardly recognize the location today, as it is in the middle of a quiet residential neighborhood. This prewar PCC, in "tiger stripes," still has a CSL logo on it.

CTA 4019 is westbound on private right-of-way on 63rd Place, near the Narragansett loop. You would hardly recognize the location today, as it is in the middle of a quiet residential neighborhood. This prewar PCC, in “tiger stripes,” still has a CSL logo on it.

CTA 4023 at 63rd and Narragansett.

CTA 4023 at 63rd and Narragansett.

CTA postwar PCC 7261 at the west end of the 63rd Street line (63rd Place and Narragansett).

CTA postwar PCC 7261 at the west end of the 63rd Street line (63rd Place and Narragansett).

This picture (and the previous one) appears to have been taken in the latter days of streetcar service on 63rd. By then, most service was provided by red Pullmans, but some two-man postwar PCC cars were there too (such as 7261, seen here). The prewar PCCs had by this time been converted to one-man and were moved over to Cottage Grove.

This picture (and the previous one) appears to have been taken in the latter days of streetcar service on 63rd. By then, most service was provided by red Pullmans, but some two-man postwar PCC cars were there too (such as 7261, seen here). The prewar PCCs had by this time been converted to one-man and were moved over to Cottage Grove.

This picture of South Shore Line cars 25 and 38 at Randolph Street is dated 1954, but an earlier date seems likely as there is no sign of the Prudential Building. Construction began on August 12, 1952, and the building was topped off on November 16, 1954. There was also a large sign advertising Pabst beer, not visible in this picture. Perhaps it had already been removed by the time this picture was taken. (Walter Hulseweder Photo)

This picture of South Shore Line cars 25 and 38 at Randolph Street is dated 1954, but an earlier date seems likely as there is no sign of the Prudential Building. Construction began on August 12, 1952, and the building was topped off on November 16, 1954. There was also a large sign advertising Pabst beer, not visible in this picture. Perhaps it had already been removed by the time this picture was taken. (Walter Hulseweder Photo)

Recent Correspondence

Jack Bejna writes:

Here’s the latest, The Chicago Aurora & Elgin Railway ordered 10 cars to be built by the Niles Car Company in 1906, numbered 300-308 plus a parlor-buffet to be named Florence. CA&E 305 was rebuilt as parlor-buffet 600 in 1929, later rebuilt again and renumbered 436 Florence Florence was rebuilt into parlor car 601 in 1923 no image found. Florence was rebuilt again in 1929 and renumbered 435. Thanks again for your website and all of the interesting stories within.

We are very appreciative of all the great pictures that Mr. Bejna shares with out readers.

Car 600 (ex-305).

Car 600 (ex-305).

Car 436 at the Wheaton Shops (ex-car 600).

Car 436 at the Wheaton Shops (ex-car 600).

Car 435 at Wheaton Shops (ex-parlor car 601).

Car 435 at Wheaton Shops (ex-parlor car 601).

Car 308 (Niles, 1906). This picture looks like it was taken near Laramie on Chicago's west side.

Car 308 (Niles, 1906). This picture looks like it was taken near Laramie on Chicago’s west side.

Car 307 (Niles, 1906).

Car 307 (Niles, 1906).

Car 306 (Niles, 1906) at the Elgin terminal.

Car 306 (Niles, 1906) at the Elgin terminal.

Car 304 (Niles, 1906).

Car 304 (Niles, 1906).

Car 303 (Niles, 1906).

Car 303 (Niles, 1906).

Car 302 (Niles, 1906).

Car 302 (Niles, 1906).

Car 301 (Niles, 1906).

Car 301 (Niles, 1906).

Car 300 (Niles, 1906).

Car 300 (Niles, 1906).

Car 32 (Stephenson, 1902) at Glen Ellyn.

Car 32 (Stephenson, 1902) at Glen Ellyn.

Pre-Order Our New Book Chicago Trolleys

On the Cover: Car 1747 was built between 1885 and 1893 by the Chicago City Railway, which operated lines on the South Side starting in April 1859. This is a single-truck (one set of wheels) open electric car; most likely a cable car, retrofitted with a trolley and traction motor. The man at right is conductor William Stevely Atchison (1861-1921), and this image came from his granddaughter. (Courtesy of Debbie Becker.)

On the Cover: Car 1747 was built between 1885 and 1893 by the Chicago City Railway, which operated lines on the South Side starting in April 1859. This is a single-truck (one set of wheels) open electric car; most likely a cable car, retrofitted with a trolley and traction motor. The man at right is conductor William Stevely Atchison (1861-1921), and this image came from his granddaughter. (Courtesy of Debbie Becker.)

We are pleased to report that our new book Chicago Trolleys will be released on September 25th by Arcadia Publishing. You can pre-order an autographed copy through us today (see below). Chicago Trolleys will also be available wherever Arcadia books are sold.

Overview

Chicago’s extensive transit system first started in 1859, when horsecars ran on rails in city streets. Cable cars and electric streetcars came next. Where new trolley car lines were built, people, businesses, and neighborhoods followed. Chicago quickly became a world-class city. At its peak, Chicago had over 3,000 streetcars and 1,000 miles of track—the largest such system in the world. By the 1930s, there were also streamlined trolleys and trolley buses on rubber tires. Some parts of Chicago’s famous “L” system also used trolley wire instead of a third rail. Trolley cars once took people from the Loop to such faraway places as Aurora, Elgin, Milwaukee, and South Bend. A few still run today.

The book features 221 classic black-and-white images, each with detailed captions, in 10 chapters:

1. Early Traction
2. Consolidation and Growth
3. Trolleys to the Suburbs
4. Trolleys on the “L”
5. Interurbans under Wire
6. The Streamlined Era
7. The War Years
8. Unification and Change
9. Trolley Buses
10. Preserving History

Product Details

ISBN-13: 9781467126816
Publisher: Arcadia Publishing SC
Publication date: 09/25/2017
Series: Images of Rail
Pages: 128

Meet the Author

David Sadowski has been interested in streetcars ever since his father took him for a ride on one of the last remaining lines in 1958. He grew up riding trolley buses and “L” trains all over Chicago. He coauthored Chicago Streetcar Pictorial: The PCC Car Era, 1936–1958, and runs the online Trolley Dodger blog. Come along for the ride as we travel from one side of the city to the other and see how trolley cars and buses moved Chicago’s millions of hardworking, diverse people.

Images of Rail

The Images of Rail series celebrates the history of rail, trolley, streetcar, and subway transportation across the country. Using archival photographs, each title presents the people, places, and events that helped revolutionize transportation and commerce in 19th- and 20th-century America. Arcadia is proud to play a part in the preservation of local heritage, making history available to all.

The book costs just $21.99 plus shipping. Shipping within the US is included in the price. Shipping to Canada is just $5 additional, or $10 elsewhere.

Please note that Illinois residents must pay 10.00% sales tax on their purchases.

We appreciate your business!

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NEW – Chicago Trolleys Postcard Collection

We are pleased to report that selected images from our upcoming book Chicago Trolleys will be available on September 25th in a pack of 15 postcards, all for just $7.99. This is part of a series put out by Arcadia Publishing. Dimensions: 6″ wide x 4.25″ tall

The Postcards of America Series

Here in the 21st century, when everyone who’s anyone seems to do most of their communicating via Facebook and Twitter, it’s only natural to wax a little nostalgic when it comes to days gone by. What happened to more personal means of communication like hand-written letters on nice stationery? Why don’t people still send postcards when they move someplace new or go away on vacation?

If that line of thinking sounds familiar, then Arcadia Publishing’s Postcards of America was launched with you in mind. Each beautiful volume features a different collection of real vintage postcards that you can mail to your friends and family.

Pre-Order your Chicago Trolleys Postcard Pack today!

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street-railwayreview1895-002

Help Support The Trolley Dodger

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This is our 188th 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 301,000 page views, for which we are very grateful.

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

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

We thank you for your support.

DONATIONS

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

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

Tip of the Iceberg

A remarkable photograph, this shows a group of early Chicago streetcar conductors and motormen, some displaying the tools of their trade (controller handles and switch irons). I am sure it was a tough job, and they look like a bunch of tough men. While Chicago's population has always been diverse, integration did not come to their ranks until October 1943, thanks in part to wartime manpower shortages. (And I do mean "manpower," since the CTA did not hire its first female bus driver until 1974.) I am wondering if this photo shows employees of the Chicago City Railway. If anyone can shed light on this photo, please let us know.

A remarkable photograph, this shows a group of early Chicago streetcar conductors and motormen, some displaying the tools of their trade (controller handles and switch irons). I am sure it was a tough job, and they look like a bunch of tough men. While Chicago’s population has always been diverse, integration did not come to their ranks until October 1943, thanks in part to wartime manpower shortages. (And I do mean “manpower,” since the CTA did not hire its first female bus driver until 1974.) I am wondering if this photo shows employees of the Chicago City Railway. If anyone can shed light on this photo, please let us know.

Lately, we have been hard at work on our upcoming book Chicago Trolleys. Meanwhile, new images have been piling up. It’s about time we started sharing them with you. Today’s batch is just the “tip of the iceberg,” so to speak.

The group picture above is just such an image. It came to us by way of a very large 11″ x 14″ negative. This in itself is rather remarkable. It was too big to scan all at once, but necessity is the mother of invention.

I scanned the image in quarters, and then discovered free software from Microsoft that flawlessly “stitched” the four back together. As old as this negative seems to be, it may not be the original. I have a feeling this neg was made from a glass plate.

Glass plate negatives are fragile, and there was some damage to the image, which I corrected using Photoshop. This took many hours of work, but the results speak for themselves. Chances are, this picture was taken between 1895 and 1915.

There are eight million stories in Railfan City.

-David Sadowski

Here is how the image originally looked, before I spent several hours eliminating the scratch using Photoshop.

Here is how the image originally looked, before I spent several hours eliminating the scratch using Photoshop.

The man in the middle not only has pointy shoes, but holds a switch iron.

The man in the middle not only has pointy shoes, but holds a switch iron.

Note the controller handle.

Note the controller handle.

Perhaps this badge may offer a clue as to which private operator these men may have worked for. One of our readers thinks the badge might say "C & S C," which could stand for the Calumet and South Chicago Railway Company, which was formed in 1908 through a merger of the South Chicago City Railway Co., and Calumet Electric Street Railway Co. It operated on the far south side of Chicago. In 1914, it became one of the underlying companies that formed the Chicago Surface Lines. Of course, it's pretty hard to make out. On the other hand, James Fahlstedt writes: "My take on the hat badge is that it reads CCSR. For what it is worth, it is put on the hat with and band or strap rather than fastened directly to the hat with split pins or similar device. The thing that I do not understand is that it is a metal badge. My CCR badge is leather. Could it read CGSR? Another thing I noticed is that there is something on the left side of the badge on the same line as the mystery letters that is totally illegible. Is a puzzlement." CCSR probably stands for Chicago City Street Railway. Perhaps the mystery has been solved.

Perhaps this badge may offer a clue as to which private operator these men may have worked for. One of our readers thinks the badge might say “C & S C,” which could stand for the Calumet and South Chicago Railway Company, which was formed in 1908 through a merger of the South Chicago City Railway Co., and Calumet Electric Street Railway Co. It operated on the far south side of Chicago. In 1914, it became one of the underlying companies that formed the Chicago Surface Lines. Of course, it’s pretty hard to make out. On the other hand, James Fahlstedt writes: “My take on the hat badge is that it reads CCSR. For what it is worth, it is put on the hat with and band or strap rather than fastened directly to the hat with split pins or similar device. The thing that I do not understand is that it is a metal badge. My CCR badge is leather. Could it read CGSR? Another thing I noticed is that there is something on the left side of the badge on the same line as the mystery letters that is totally illegible. Is a puzzlement.” CCSR probably stands for Chicago City Street Railway. Perhaps the mystery has been solved.

Recent Finds

CTA PCC 7256 heads south on State Street at Van Buren in the 1950s.

CTA PCC 7256 heads south on State Street at Van Buren in the 1950s.

This mid-1950s view of PCC 4406 is at Clark and Birchwood, it having just left Howard Street, north end of Route 22.

This mid-1950s view of PCC 4406 is at Clark and Birchwood, it having just left Howard Street, north end of Route 22.

CTA trolley bus 9193 on a March 2, 1958 Omnibus Society of America fantrip, at Kedzie Garage. Andre Kristopans: "This is in BACK of Kedzie, facing south. The wire came in off Kedzie between the carhouse and the washhouse, looped around in back and split into the three wired bays."

CTA trolley bus 9193 on a March 2, 1958 Omnibus Society of America fantrip, at Kedzie Garage. Andre Kristopans: “This is in BACK of Kedzie, facing south. The wire came in off Kedzie between the carhouse and the washhouse, looped around in back and split into the three wired bays.”

CTA Marmon-Herrington trolley bus 9737 heads east at Lawrence and Austin in August 1969. (Gerald H. Landau Photo)

CTA Marmon-Herrington trolley bus 9737 heads east at Lawrence and Austin in August 1969. (Gerald H. Landau Photo)

On January 1, 1954, eastbound CTA 1769 turns from Pine onto Lake Street, crossing the Lake Street "L" at grade. Streetcars were replaced by buses on May 30 that same year.

On January 1, 1954, eastbound CTA 1769 turns from Pine onto Lake Street, crossing the Lake Street “L” at grade. Streetcars were replaced by buses on May 30 that same year.

CTA Pullman PCC 4169 at the south end of Route 36 - Broadway-State, near 119th and Morgan, probably in the early 1950s. (Eugene Van Dusen Photo)

CTA Pullman PCC 4169 at the south end of Route 36 – Broadway-State, near 119th and Morgan, probably in the early 1950s. (Eugene Van Dusen Photo)

Passengers get off CTA trolley bus 9514, which is heading eastbound on Roosevelt at State in April 1964. The Roosevelt Road station on the South Side "L" was closed as of January 1963, when the North Shore Line quit. From 1949-63, NSL had exclusive use as N-S trains were routed through the State Street subway. These tracks were put back into regular service in 1969, with the opening of the Dan Ryan line, but the station was demolished and was not replaced by a new one until 1993, with the opening of the Orange Line.

Passengers get off CTA trolley bus 9514, which is heading eastbound on Roosevelt at State in April 1964. The Roosevelt Road station on the South Side “L” was closed as of January 1963, when the North Shore Line quit. From 1949-63, NSL had exclusive use as N-S trains were routed through the State Street subway. These tracks were put back into regular service in 1969, with the opening of the Dan Ryan line, but the station was demolished and was not replaced by a new one until 1993, with the opening of the Orange Line.

Roosevelt and State today.

Roosevelt and State today.

This photo shows the Kilbourn station on the Garfield Park "L" around 1954. By then, the station had been closed, and the stairways removed, in order to reduce running time due to the slow 2.5 mile temporary trackage at ground level east of Sacramento. The two-car train of CTA 4000s is about to cross the Congress Expressway, but the highway does not appear to be open yet. The "L" tracks were higher than normal at this location to cross railroad tracks just west of here. The line was relocated into the expressway median in 1958.

This photo shows the Kilbourn station on the Garfield Park “L” around 1954. By then, the station had been closed, and the stairways removed, in order to reduce running time due to the slow 2.5 mile temporary trackage at ground level east of Sacramento. The two-car train of CTA 4000s is about to cross the Congress Expressway, but the highway does not appear to be open yet. The “L” tracks were higher than normal at this location to cross railroad tracks just west of here. The line was relocated into the expressway median in 1958.

The CRT 42nd Place Yard, the end of the line for the Kenwood "L" branch, probably in the late 1920s.

The CRT 42nd Place Yard, the end of the line for the Kenwood “L” branch, probably in the late 1920s.

The Stock Yards "L" branch, looking east to Exchange, as it appeared on June 7, 1927.

The Stock Yards “L” branch, looking east to Exchange, as it appeared on June 7, 1927.

The North Side "L", looking south from Montrose. On the right, you see the ramp leading down to the Buena Yard.

The North Side “L”, looking south from Montrose. On the right, you see the ramp leading down to the Buena Yard.

CRT trailer 3237, possibly at Skokie Shops.

CRT trailer 3237, possibly at Skokie Shops.

CA&E 315 at an unknown location.

CA&E 315 at an unknown location.

Chicago, Aurora & Elgin cars 407 and 432 at the Forest Park terminal in September 1955. CA&E service was cut back to here two years earlier. 407 was a Pullman, built in 1923, while 432 was a 1927 product of the Cincinnati Car Company. Riders could change here "cross platform" for CTA Garfield Park "L" trains.

Chicago, Aurora & Elgin cars 407 and 432 at the Forest Park terminal in September 1955. CA&E service was cut back to here two years earlier. 407 was a Pullman, built in 1923, while 432 was a 1927 product of the Cincinnati Car Company. Riders could change here “cross platform” for CTA Garfield Park “L” trains.

CTA PCC 4265, a Pullman product, heads north on State at Lake circa 1948, while Alfred Hitchcock's film Rope plays at the State-Lake Theater. This has since been converted into production facilities for WLS-TV.

CTA PCC 4265, a Pullman product, heads north on State at Lake circa 1948, while Alfred Hitchcock’s film Rope plays at the State-Lake Theater. This has since been converted into production facilities for WLS-TV.

Here is a nice side view of CSL 4005 at Kedzie Station (car barn). At this time, the 83 Prewar PCCs were assigned to Route 20 - Madison.

Here is a nice side view of CSL 4005 at Kedzie Station (car barn). At this time, the 83 Prewar PCCs were assigned to Route 20 – Madison.

Faced with a manpower shortage during World War II, some transit lines hired female operators (although the Chicago Surface Lines did not). Here, we see Mrs. Cleo Rigby (left) and Mrs. Katherine Tuttle training in North Chicago on June 25, 1943. That would be for the North Shore Line's city streetcar operations, which were mainly in Waukegan.

Faced with a manpower shortage during World War II, some transit lines hired female operators (although the Chicago Surface Lines did not). Here, we see Mrs. Cleo Rigby (left) and Mrs. Katherine Tuttle training in North Chicago on June 25, 1943. That would be for the North Shore Line’s city streetcar operations, which were mainly in Waukegan.

A northbound two-car Evanston shuttle train is held up momentarily at Howard in the 1950s, as track work is going on up ahead. The rear car is 1766. Don's Rail Photos says, "1756 thru 1768 were built by Jewett Car in 1903 as Northwestern Elevated Railway 756 thru 768. They were renumbered 1756 thru 1768 in 1913 and became CRT 1756 thru 1768 in 1923." Wood cars last ran on Evanston in 1957. Notice that the station is also being painted.

A northbound two-car Evanston shuttle train is held up momentarily at Howard in the 1950s, as track work is going on up ahead. The rear car is 1766. Don’s Rail Photos says, “1756 thru 1768 were built by Jewett Car in 1903 as Northwestern Elevated Railway 756 thru 768. They were renumbered 1756 thru 1768 in 1913 and became CRT 1756 thru 1768 in 1923.” Wood cars last ran on Evanston in 1957. Notice that the station is also being painted.

CTA postwar PCC 4404 is heading south, turning from Archer onto Wentworth on June 20, 1958, the last full day of streetcar service in Chicago. This was the last photo of a Chicago streetcar taken by the late Bob Selle.

CTA postwar PCC 4404 is heading south, turning from Archer onto Wentworth on June 20, 1958, the last full day of streetcar service in Chicago. This was the last photo of a Chicago streetcar taken by the late Bob Selle.

A close-up of the previous photo shows some evidence of Bondo-type patch work on 4404.

A close-up of the previous photo shows some evidence of Bondo-type patch work on 4404.

CTA 7051 is southbound at State and Delaware on route 36 Broadway-State in the early 1950s. We ran another picture taken at this location in our post Recent Finds, Part 2 (December 12, 2016), showing a PCC going the other way. (Walter Hulseweder Photo)

CTA 7051 is southbound at State and Delaware on route 36 Broadway-State in the early 1950s. We ran another picture taken at this location in our post Recent Finds, Part 2 (December 12, 2016), showing a PCC going the other way. (Walter Hulseweder Photo)

The controller car of CTA Red Pullman 144, as it looked on a mid-1950s fantrip. This car is preserved at the Illinois Railway Museum. (Chuck Wlodarczyk Photo)

The controller car of CTA Red Pullman 144, as it looked on a mid-1950s fantrip. This car is preserved at the Illinois Railway Museum. (Chuck Wlodarczyk Photo)

CTA Red Pullman 225 at 77th and Vincennes on a mid-1950s fantrip. This car is preserved at Seashore Trolley Museum in Maine. (Chuck Wlodarczyk Photo)

CTA Red Pullman 225 at 77th and Vincennes on a mid-1950s fantrip. This car is preserved at Seashore Trolley Museum in Maine. (Chuck Wlodarczyk Photo)

CTA Red Pullman 445 is on Route 21 - Cermak circa 1950. Behind it, you see the Lakeside Diner and Boulevard Buick, the latter located at 230 E. Cermak. Today, this is near the location of McCormick Place.

CTA Red Pullman 445 is on Route 21 – Cermak circa 1950. Behind it, you see the Lakeside Diner and Boulevard Buick, the latter located at 230 E. Cermak. Today, this is near the location of McCormick Place.

CTA Red Pullman 104 is at Cermak and Prairie, east end of Route 21. This was just a few blocks away from Kodak's Prairie Avenue processing plant, located at 1712 S. Prairie Avenue. Many a railfan's Kodachrome slides were developed and mounted there, until the facility closed in the mid-1980s. You can read more about it here. The landmark R.R. Donnelley and Sons Co. Calumet Plant, also known as the Lakeside Plant, is at rear. The plant closed in 1993, after Sears discontinued their catalog, and the building is now used as a data center.

CTA Red Pullman 104 is at Cermak and Prairie, east end of Route 21. This was just a few blocks away from Kodak’s Prairie Avenue processing plant, located at 1712 S. Prairie Avenue. Many a railfan’s Kodachrome slides were developed and mounted there, until the facility closed in the mid-1980s. You can read more about it here. The landmark R.R. Donnelley and Sons Co. Calumet Plant, also known as the Lakeside Plant, is at rear. The plant closed in 1993, after Sears discontinued their catalog, and the building is now used as a data center.

CSL “Big” Pullman 183 is eastbound on Roosevelt at Ashland on January 15, 1937, while 5502, an Ashland car, is turning west onto Roosevelt to jog over to Paulina. That’s Immanuel Lutheran Church in the background.

CSL “Big” Pullman 183 is eastbound on Roosevelt at Ashland on January 15, 1937, while 5502, an Ashland car, is turning west onto Roosevelt to jog over to Paulina. That’s Immanuel Lutheran Church in the background.

CTA 7238 on State street in the early 1950s. The clock at right belongs to C. D. Peacock jewelers, a Chicago institution since 1837. (Water Hulseweder Photo)

CTA 7238 on State street in the early 1950s. The clock at right belongs to C. D. Peacock jewelers, a Chicago institution since 1837. (Water Hulseweder Photo)

Chicago, South Shore & South Bend car 31 and train at Wilson, Indiana, on an early CERA fantrip (possibly September 20, 1942). Mitch adds, "The photo of the South Shore Line fan trip, 1942 in this episode of “The Trolley Dodger,” appears to be at Power Siding, between Sheridan and the Highway 12 crossing west of Michigan City."

Chicago, South Shore & South Bend car 31 and train at Wilson, Indiana, on an early CERA fantrip (possibly September 20, 1942). Mitch adds, “The photo of the South Shore Line fan trip, 1942 in this episode of “The Trolley Dodger,” appears to be at Power Siding, between Sheridan and the Highway 12 crossing west of Michigan City.”

Here, we see a rare shot of a CSL trolley bus on North Avenue in 1940. While route 72 - North was not converted to trolley bus until July 3, 1949, there was wire between the garage near Cicero Avenue and Narragansett. TBs ran on Narragansett until 1953, when route 86 was combined with the one-mile extension of North between Narragansett and Harlem. This TB is signed for route 76 (Diversey), which used TBs until 1955. The destination sign also says North-Lamon, site of the garage, but the slope of the street would indicate the bus is actually heading west. There is TB wire special work turning off to the right in the background, perhaps indicating that the bus has just left the garage. Andre Kristopans: "I THINK WB about Lavergne, pulling out." There would be streetcar tracks on this section. Andre again: "There are car tracks. You can barely see a couple of hangers to the right of the bus. North Av is very wide at this point, almost 6 lanes, and TT's did not share wire."

Here, we see a rare shot of a CSL trolley bus on North Avenue in 1940. While route 72 – North was not converted to trolley bus until July 3, 1949, there was wire between the garage near Cicero Avenue and Narragansett. TBs ran on Narragansett until 1953, when route 86 was combined with the one-mile extension of North between Narragansett and Harlem. This TB is signed for route 76 (Diversey), which used TBs until 1955. The destination sign also says North-Lamon, site of the garage, but the slope of the street would indicate the bus is actually heading west. There is TB wire special work turning off to the right in the background, perhaps indicating that the bus has just left the garage. Andre Kristopans: “I THINK WB about Lavergne, pulling out.” There would be streetcar tracks on this section. Andre again: “There are car tracks. You can barely see a couple of hangers to the right of the bus. North Av is very wide at this point, almost 6 lanes, and TT’s did not share wire.”

North Shore Line wood car 300, during its time as the Central Electric Railfans' Association club car, probably circa 1939-40.

North Shore Line wood car 300, during its time as the Central Electric Railfans’ Association club car, probably circa 1939-40.

Don's Rail Photos says, "300 thru 302 were built by Jewett in 1909 as mainline coaches. As the steel cars arrived, they were downgraded to local and school tripper service. In 1936 they became sleet cutters. In 1939 300 was turned over to the Central Electric Railfans Association as a private car. The ownership remained with the CNS&M, but the maintenance was taken over by CERA. During the war, with many members in service, CERA relinquished control, and the car was scrapped in 1947. 301 and 302 were retired in 1939 and scrapped in 1940."

Don’s Rail Photos says, “300 thru 302 were built by Jewett in 1909 as mainline coaches. As the steel cars arrived, they were downgraded to local and school tripper service. In 1936 they became sleet cutters. In 1939 300 was turned over to the Central Electric Railfans Association as a private car. The ownership remained with the CNS&M, but the maintenance was taken over by CERA. During the war, with many members in service, CERA relinquished control, and the car was scrapped in 1947. 301 and 302 were retired in 1939 and scrapped in 1940.”

Perhaps someone can help us identify the location of car 300, somewhere along the Shore Line Route.

Perhaps someone can help us identify the location of car 300, somewhere along the Shore Line Route.

New Site Additions

This picture has been added to our post The Great Chicago Interurbans – Part Two (CNS&M) (February 5, 2017):

The Angel's Flight funicular on June 13, 1961. (George Basch Photo)

The Angel’s Flight funicular on June 13, 1961. (George Basch Photo)

This one’s been added to Night Beat (June 21, 2016):

A South Shore Line train at the old Gary station in August 1970.

A South Shore Line train at the old Gary station in August 1970.

Here’s another one for More LVT Photos & Trolley Dodger Mailbag, 12-14-2015:

A rear view of two Lehigh Valley Transit ex-Cincinnati & Lake Erie "Red Devils" shows how their squared-off ends were not designed for multiple-unit operation. By comparison, car 1030, adapted from Indiana Railroad car 55, had a rounded end and was designed for multiple unit operation. Presumably, this is the Fairview car barn in Allentown. Liberty Bell Limited interurban service ended in 1951.

A rear view of two Lehigh Valley Transit ex-Cincinnati & Lake Erie “Red Devils” shows how their squared-off ends were not designed for multiple-unit operation. By comparison, car 1030, adapted from Indiana Railroad car 55, had a rounded end and was designed for multiple unit operation. Presumably, this is the Fairview car barn in Allentown. Liberty Bell Limited interurban service ended in 1951.

Recent Correspondence

Jack Bejna writes:

Hi Dave, here’s a few more of my CA&E images. All of these shots were cleaned up with Photoshop.

PS: The Julie Johnson collection website is back on line as of this morning (March 2). Great collection and I’m in it all the time.

Thanks very much!

Here's a head-on shot of CA&E cars 48 (Stephenson 1902) & 316 (Jewett 1913).

Here’s a head-on shot of CA&E cars 48 (Stephenson 1902) & 316 (Jewett 1913).

CA&E 30, my shot near the shops circa 1955.

CA&E 30, my shot near the shops circa 1955.

CA&E 18 looking good in this shot.

CA&E 18 looking good in this shot.

A train of the first cars with just the top of the old dispatcher tower in the background.

A train of the first cars with just the top of the old dispatcher tower in the background.

Here is an image of the old tower, just about the only one from this angle.

Here is an image of the old tower, just about the only one from this angle.

This is my shot of the new Dispatchers tower, circa 1955.

This is my shot of the new Dispatchers tower, circa 1955.

Here's one more that I think you'll like. It looks like CA&E 310 (Hicks 1908) just came out of the paint shop, and boy did they do a nice job!

Here’s one more that I think you’ll like. It looks like CA&E 310 (Hicks 1908) just came out of the paint shop, and boy did they do a nice job!

One more for you that I completed this morning. It's CA&E 319 (Jewett 1914) heading a line of cars. I got the original from Hicks Car Works, which is the JJ collection. It was a really bad picture and it took about 4 hours to complete.

One more for you that I completed this morning. It’s CA&E 319 (Jewett 1914) heading a line of cars. I got the original from Hicks Car Works, which is the JJ collection. It was a really bad picture and it took about 4 hours to complete.

James Fahlstedt writes:

I just recently discovered your blog and really enjoy it. First of all, I do not know much regarding Chicago traction, but have always been a fan. I love the city, I loved the interurbans (I was fortunate to have ridden all three of the big ones) and I even love the buses. I have made a small purchase of your books and videos and plan to buy more as my finances allow.

Second, I like the way those who know things seem to be willing to share their knowledge. I firmly believe that knowledge is something to be shared, not hidden.

Third, I like that the photos on the blog are of a sufficient resolution that they can actually be seen and enjoyed.

Anyway, if I know anything appropriate, I will pitch in.

Great, thanks! Glad you like the site.

Eric Miller writes:

I am looking for a photographer named C. Scholes to return some photo prints.

We posted a 1952 photo by a C. R. Scholes in One Good Turn (January 20, 2017).  That’s all the information we have.  Perhaps one of our readers can help further, thanks.

Mr. Miller replies:

That would be great!

Here are some shots of “Betty” making the rounds in Uptown, Dallas for you.

(Editor’s note: This is the the McKinney Avenue trolley, aka the M-Line.)

Scans of several new publications have been added to our E-book Chicago’s PCC Streetcars: The Rest of the Story, available in our Online Store. These include:

Surface Service (CSL employee magazine), February 1942, March 1942, July 1943, June 1945, and June 1946

CTA brochure advertising National Transportation Week, May 1960

Hi-res scan of 1957 CTA Annual Report

Gorilla My Dreams

While this isn’t transit related, I figured our readers might enjoy seeing these pictures, which show a publicity float for the 1949 film Mighty Joe Young. This was a sort-of remake of King Kong, which reunited much of the same creative team involved with the 1933 original, including Merian C. Cooper, Ernest B. Schoedsack, Robert Armstrong. Ruth Rose, Marcel Delgado, and Willis O’Brien. If anyone knows where this parade may have taken place, please let me know.

-David Sadowski

street-railwayreview1895-002

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Chicago Rapid Transit Photos, Part Eight

This famous photo shows Tower 18 at Lake and Wells in 1917, a very busy intersection indeed. We are looking north along Wells. In 1969, the tower was torn down and replaced in a slightly different location, so that Lake Street trains could continue directly east instead of having to turn south on Wells. This was done to facilitate pairing the Lake line with the new Dan Ryan service. (George Trapp collection)

This famous photo shows Tower 18 at Lake and Wells in 1917, a very busy intersection indeed. We are looking north along Wells. In 1969, the tower was torn down and replaced in a slightly different location, so that Lake Street trains could continue directly east instead of having to turn south on Wells. This was done to facilitate pairing the Lake line with the new Dan Ryan service. (George Trapp collection)

I apologize for the 16-day gap since our last post, but I recently worked 15 straight days as an election judge. It usually takes me a while to recover when I do this. On the other hand, I have friends who say it will take them the next four years to recover from this election, so I should consider myself fortunate.

Today we have another generous selection of Chicago rapid transit photos from the collections of George Trapp. We thank him again for sharing these with our readers.

Today, we are mainly featuring the South Side “L”, used by today’s CTA Green Line, plus Howard Street on the North side, and the Niles Center/Skokie branch, today’s Yellow Line.

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

thetrolleydodger@gmail.com

Thanks.

-David Sadowski

PS- To find earlier posts in our series, just type “Chicago rapid transit” in the search window at the top of the page.


CTA hi-speed 6129 at Chicago Avenue on the Ravenswood (today's Brown Line) in 1961. (Pete Busack Photo, George Trapp Collection)

CTA hi-speed 6129 at Chicago Avenue on the Ravenswood (today’s Brown Line) in 1961. (Pete Busack Photo, George Trapp Collection)

CTA high-speeds 32 and 4 at Kimball on the Ravenswood in 1961. (Pete Busack Photo, George Trapp Collection)

CTA high-speeds 32 and 4 at Kimball on the Ravenswood in 1961. (Pete Busack Photo, George Trapp Collection)

CTA high-speed 3 at Kimball in 1961. (Pete Busack Photo, George Trapp Collection)

CTA high-speed 3 at Kimball in 1961. (Pete Busack Photo, George Trapp Collection)

This look like the Linden Yard in Wilmette to me. The date is 1957-58. George Trapp: "Linden Yard but looking North toward Linden Station." (Allen T. Zagel Photo, George Trapp Collection) This and the other photos taken at the same time are "Kodachrome prints" (see the next picture).

This look like the Linden Yard in Wilmette to me. The date is 1957-58. George Trapp: “Linden Yard but looking North toward Linden Station.” (Allen T. Zagel Photo, George Trapp Collection) This and the other photos taken at the same time are “Kodachrome prints” (see the next picture).

The phrase "Kodachrome print" has gone by the wayside. But back in the old days, there were two different ways to make color prints-- a Type C print from a negative, and a Type R print from a slide. You could also have a C print made from a slide by way of an internegative, which somewhat reduced the inevitable buildup in contrast printing direct, but also sacrificed some sharpness. Scanning and modern color printing has replaced much of this.

The phrase “Kodachrome print” has gone by the wayside. But back in the old days, there were two different ways to make color prints– a Type C print from a negative, and a Type R print from a slide. You could also have a C print made from a slide by way of an internegative, which somewhat reduced the inevitable buildup in contrast printing direct, but also sacrificed some sharpness. Scanning and modern color printing has replaced much of this.

A pair of flat-door 6000s at Howard Yard circa 1957-58. (Allen T. Zagel Photo, George Trapp Collection)

A pair of flat-door 6000s at Howard Yard circa 1957-58. (Allen T. Zagel Photo, George Trapp Collection)

Howard Yard, 1957-58. This was taken at the same time as the previous photo. (Allen T. Zagel Photo, George Trapp Collection)

Howard Yard, 1957-58. This was taken at the same time as the previous photo. (Allen T. Zagel Photo, George Trapp Collection)

THe view looking north from the transfer bridge at Howard in 1957-58. The tracks going to the north are Evanston; at left, the North Shore Line's Skokie Valley Route, site of today's Yellow Line. (Allen T. Zagel Photo, George Trapp Collection)

THe view looking north from the transfer bridge at Howard in 1957-58. The tracks going to the north are Evanston; at left, the North Shore Line’s Skokie Valley Route, site of today’s Yellow Line. (Allen T. Zagel Photo, George Trapp Collection)

In response to demands that the struggling Chicago Rapid Transit Company replace their aging fleet of wooden cars with modern ones, the company had a mock-up built for a proposed 5000-series car at Skokie Shops. This shows some influence from New York City cars. The 5001-5004 articulated cars that were eventually built in 1947-48 were patterned after the Brooklyn-Manhattan Transit "Bluebirds," but styling from this mock-up does seem to be reflected in the 6000s that followed in 1950. (George Trapp Collection)

In response to demands that the struggling Chicago Rapid Transit Company replace their aging fleet of wooden cars with modern ones, the company had a mock-up built for a proposed 5000-series car at Skokie Shops. This shows some influence from New York City cars. The 5001-5004 articulated cars that were eventually built in 1947-48 were patterned after the Brooklyn-Manhattan Transit “Bluebirds,” but styling from this mock-up does seem to be reflected in the 6000s that followed in 1950. (George Trapp Collection)

CRT gate car 2509, shown here coupled to 4395, is signed for Westchester, so this may be Laramie Yard on the Garfield Park "L". (Joe L. Diaz Photo, George Trapp Collection)

CRT gate car 2509, shown here coupled to 4395, is signed for Westchester, so this may be Laramie Yard on the Garfield Park “L”. (Joe L. Diaz Photo, George Trapp Collection)

A Niles Center car at Main Street in Skokie. (George Trapp Collection)

A Niles Center car at Main Street in Skokie. (George Trapp Collection)

When the Niles Center branch ran (1925-1948), Chicago's rapid transit lines depended on a lot of walk-in riders from the neighborhoods. Unfortunately, large parts of Skokie were not built up until after World War II. (George Trapp Collection)

When the Niles Center branch ran (1925-1948), Chicago’s rapid transit lines depended on a lot of walk-in riders from the neighborhoods. Unfortunately, large parts of Skokie were not built up until after World War II. (George Trapp Collection)

CRT 1804, shown here at Crawford, has just changed over from overhead wire to third rail on its inbound journey. George Trapp: "This car, built by A. C. F., was originally a trailer as were all the cars from 1789-1815. These cars are quite similar to the 1769-1788 built by Pullman in 1909." (George Trapp Collection)

CRT 1804, shown here at Crawford, has just changed over from overhead wire to third rail on its inbound journey. George Trapp: “This car, built by A. C. F., was originally a trailer as were all the cars from 1789-1815. These cars are quite similar to the 1769-1788 built by Pullman in 1909.” (George Trapp Collection)

CRT 1807 in the pocket track at Dempster, northern end of the Niles Center branch. (George Trapp Collection)

CRT 1807 in the pocket track at Dempster, northern end of the Niles Center branch. (George Trapp Collection)

A train of CRT 4000s on the North Shore Line. (George Trapp Collection)

A train of CRT 4000s on the North Shore Line. (George Trapp Collection)

The north end of Howard Yard in CRT days. (George Trapp Collection)

The north end of Howard Yard in CRT days. (George Trapp Collection)

The north end of Howard Yard in CRT days. George Trapp: "Note cars 1776 and 1779, which head up the two trains at right. Built by Pullman in 1909, these were the last wooden cars built new in Chicago." (George Trapp Collection)

The north end of Howard Yard in CRT days. George Trapp: “Note cars 1776 and 1779, which head up the two trains at right. Built by Pullman in 1909, these were the last wooden cars built new in Chicago.” (George Trapp Collection)

Construction at Skokie Shops. By comparing this photo to a similar one on Graham Garfield's web site, we can date this to about 1930. George Trapp: "Construction at Skokie (Niles Center at time of photo) is late 1920's or early 1930's. Wood cars at right are in CRT Green and Orange scheme." (Allen T. Zagel Photo, George Trapp Collection)

Construction at Skokie Shops. By comparing this photo to a similar one on Graham Garfield’s web site, we can date this to about 1930. George Trapp: “Construction at Skokie (Niles Center at time of photo) is late 1920’s or early 1930’s. Wood cars at right are in CRT Green and Orange scheme.” (Allen T. Zagel Photo, George Trapp Collection)

The view looking north from Howard Street. George Trapp dates this to the "late 1920's - 1930's." (Allen T. Zagel Photo, George Trapp Collection)

The view looking north from Howard Street. George Trapp dates this to the “late 1920’s – 1930’s.” (Allen T. Zagel Photo, George Trapp Collection)

The Ravenswood terminal at Lawrence and Kimball in CRT days. (George Trapp Collection)

The Ravenswood terminal at Lawrence and Kimball in CRT days. (George Trapp Collection)