This remarkable Kodachrome image was taken on Canal Street in New Orleans on June 19, 1940. It was shot on size 828 film, which has an image area of 28x40mm, about 30% larger than 35mm. (828 film, which Kodak introduced in the late 1930s, was essentially 35mm film without sprocket holes, but with a paper backing like other roll film formats.) One of our regular readers writes, “The 4 tracks were taken out about 1948 when a number of the car lines that operated off of Canal were converted to trolley bus.” The location is the intersection of Canal and St. Charles. Car 444 is looping at the end of the St. Charles route and will be turning to the left in the picture. WSMB (now WWWL) was an AM radio station at 1350 on the dial. Its old call letters reflect its original ownership by the Saenger theater chain and Maison Blanche department store. Its studios were located in the Maison Blanche department store building at right, now the Ritz-Carlton hotel. The Saenger Theatre, another local landmark, is also on the right side of the picture. In the days before air conditioning, men used to wear white suits, as you see here, since white reflects more heat than darker clothing. When this picture was taken, France had just fallen to Nazi Germany. The US did not enter World War II directly until 18 months later.
Our theme today is points east, west, and south. We’re going off in three directions, every which way but north.
The West Towns map and photos of other properties come from our own collections. As always, to see a larger version of each photo, just click on it with your mouse. And, if you have useful information to add, please be sure to contact us.
A streamlined Kodak Bantam camera, using size 828 roll film, of a type that may have taken the New Orleans picture.
The same location today. The St. Charles line still loops as it did in the 1940 picture. Streetcars were absent from Canal Street for 40 years starting in 1964, but have returned. There is a crossover track, visible in this picture, connecting the two lines.
This close-up shows New Orleans Public Service car 444. One of our regular readers says, “It is not a Perley-Thomas built car but rather a Southern Car Company car built in 1914. Starting in 1914, all of the car bodies appeared the same starting with car #400 even though they were not all built by Perley-Thomas.” It was part of a group of 50 cars, numbered 400-449. Behind the streetcar, you can see part of the marquee for the Loew’s State Theatre (also known as the State Palace), at 1108 Canal Street. It opened in 1926, but is currently closed and awaiting restoration. You can see some pictures of that theater’s interior here.
A bus crosses Canal.
Loew’s State circa 1930. From the Wikipedia: “The Rogue Song is a 1930 romantic musical film which tells the story of a Russian bandit who falls in love with a princess, but takes his revenge on her when her brother rapes and kills his sister. The Metro-Goldwyn-Mayer production was directed by Lionel Barrymore and released in two versions, with and without sound. Hal Roach wrote and directed the Laurel and Hardy sequences and was not credited. The film stars Metropolitan Opera singer Lawrence Tibbett— who was nominated for an Academy Award for Best Actor for his performance— and Catherine Dale Owen. Laurel and Hardy were third-billed; their sequences were filmed at the last minute and interspersed throughout the film in an attempt to boost its potential box office appeal. This film, which was MGM’s first all-talking (two-color) Technicolor film, is partially lost, as there are no known complete prints of this film. Fragments do exist.”
Loew’s circa 1940, showing I Love You Again, an MGM comedy starring William Powell and Myrna Loy, directed by W. S. Van Dyke. All three were associated with the Thin Man series of films, which were very popular.
A postcard view of Canal Street, showing the same general area as the 1940 slide, but looking from the opposite direction.
Chicago & West Towns
A Chicago & West Towns route map, from April 1942. By this time, only three streetcar lines were left: LaGrange, Lake, and Madison. The owner of the map crossed out (with has marks) some routes that were abandoned later. There was, by 1942, no track connection between the two north side lines and the LaGrange line. When the Lake and Madison lines were finally bustituted, the remaining streetcar fleet was moved at night in 1947 on a circuitous route via Chicago Surface Lines trackage.
The Chicago & West Towns was a major streetcar operator in Chicago’s western suburbs until April 1948, when the last line was converted to bus. Bus operation continues today as part of Pace, a public agency.
C&WT 127 and 104 in Maywood. The grade crossing at rear may be a clue as to the exact location. Don’s Rail Photos notes: “104 was built by McGuire-Cummings in 1917. It was scrapped in 1948.” The 127 looks to be the older of the pair, built by McGuire-Cummings in 1914. (Joe L. Diaz Photo) Joe writes: “The photo of C&WT cars 127 and 104 is in Maywood at 19th and Railroad Avenue looking north.”
C&WT 135, making a turn, is signed for Melrose Park, possibly on the Lake or Madison lines. Don’s Rail Photos: “135 was built by McGuire-Cummings in 1919. It was scrapped in 1947.” (Joe L. Diaz Photo) Joe writes: “The photo of C&WT car 135 is looking east at Madison and 19th in Maywood. The apartment building is still there.” Andre Kristopans: “CWT 135 turning from W on Madison to N on 19th Ave.”
C&WT 134 at the North Riverside barn. (Joe L. Diaz Photo)
C&WT 153, 140 and 119 on the LaGrange line. Comparison with some other photos in this series shows this location is DesPlaines Avenue just south of 26th Street in Riverside. We are looking north. Don’s Rail Photos: “153 was built by Cummings Car Co in 1927. It was scrapped in 1948. 140 was built by McGuire-Cummings in 1924. It was rebuilt in 1939 and scrapped in 1948. 119 was built by McGuire-Cummings in 1912. It was scrapped in 1948.” (Joe L. Diaz Photo)
C&WT 116, 115, and 158 at Cermak and Kenton, east end of the LaGrange line. Riders heading east could change here for Chicago Surface Lines route 21 streetcars like the one shown at rear. (Joe L. Diaz Photo)
C&WT 152 is heading east on private right-of-way on the busy LaGrange route. The exact location is about 82 Park Place in Riverside. Car 152 has just crossed the DesPlaines River, passing through the Forest Preserves after stopping at the Brookfield Zoo. From here, it will turn north on Woodside Drive, which changes into DesPlaines Avenue, before heading east on 26th Street. (Joe L. Diaz Photo)
The same location today.
C&WT 112 crosses the Indiana Harbor Belt on the LaGrange line, with a steam train off in the distance. Don’s Rail Photos: “112 was built by McGuire-Cummings in 1912. It was scrapped in 1948.” (Joe L. Diaz Photo)
C&WT 101 is turning from 26th Street onto DesPlaines Avenue in Riverside on the LaGrange line. Don’s Rail Photos: “101 was built by McGuire-Cummings in 1917. It was scrapped in 1948.” (Joe L. Diaz Photo)
C&WT 134 and 124 meet at Madison and Harlem. Note how Madison took a jog when crossing between Oak Park and Forest Park. We are looking east. Don’s Rail Photos: “124 was built by McGuire-Cummings in 1914. It was rebuilt in 1936 and scrapped in 1948.” (Joe L. Diaz Photo)
Madison and Harlem today. A route 318 Pace bus is turning from Harlem onto Madison. Pace is the successor to the West Towns. At some point, it appears that Madison was widened to eliminate the jog seen in the earlier photo.
C&WT 101 is at Lake and Austin in Oak Park, the east end of its route. Two Chicago Surface Lines streetcars, including 1743, are across Austin Boulevard at the west end of route 16. Don’s Rail Photos: “101 was built by McGuire-Cummings in 1917. It was scrapped in 1948. 1743 was built by CSL in 1923. It was rebuilt as one-man in 1949.” The car at left looks like a 1941 Packard model One Twenty– very stylish. (Joe L. Diaz Photo)
A 1941 Packard One Twenty sedan.
C&WT 136 and 132 on Lake Street just west of Austin Boulevard in suburban Oak Park. This was the east end of the line. (Joe L. Diaz Photo)
Lake Street just west of Austin Boulevard today.
Here, C&WT 119 appears to be crossing the Illinois Central at 26th Street, since that is an IC caboose at the rear of the passing freight train. Don’s Rail Photos: “119 was built by McGuire-Cummings in 1912. It was scrapped in 1948.” (Joe L. Diaz Photo)
Here, we are looking north along DesPlaines Avenue just south of 26th Street in Riverside. Cars from the LaGrange line turned east on 26th to Harlem, where they continued north to Cermak Road. Cars may be operating on a single track here due to track work. Southbound C&WT 107 waits for 161 to cross over to the northbound track, while a work car is on 26th. Don’s Rail Photos: “107 was built by McGuire-Cummings in 1912. It was scrapped in 1948. 161 was built by Cummings Car Co in 1927. It was scrapped in 1948.” (Joe L. Diaz Photo)
A close-up of the previous image. This may be C&WT work car 12. Don’s Rail Photos says, “12 was built by McGuire-Cummings in 1912. It was scrapped in 1948.”
The top of this building, on 26th Street just east of DesPlaines Avenue in North Riverside, has been altered, but it is still recognizable as the same building in the previous picture.
C&WT 152 on the LaGrange line. (Joe L. Diaz Photo)
C&WT 144 at the North Riverside car barn. Don’s Rail Photos: “144 was built by McGuire-Cummings in 1924. It was scrapped in 1947.” (Joe L. Diaz Photo)
C&WT 164 on Lake Street just west of Austin Boulevard in Oak Park. (Joe L. Diaz Photo)
C&WT 107 and a work car (12 or 13, hard to tell) plus a flat car on DesPlaines Avenue just south of 26th Street in Riverside. Don’s Rail Photos: “107 was built by McGuire-Cummings in 1912. It was scrapped in 1948.” (Joe L. Diaz Photo)
C&WT 158 crossing the Illinois Central at 26th Street in Riverside. I believe the car is heading east. If it was heading west, the sign on the front of the car would probably advertise service direct to the Brookfield Zoo. (Joe L. Diaz Photo)
C&WT 158 and 157 cross on the bridge over the DesPlaines River (LaGrange line). I believe we are looking south. (Joe L. Diaz Photo)
C&WT 100, most likely at the North Riverside car barn. Car 130 is at right. Don’s Rail Photos: “100 was built by McGuire-Cummings in 1917. It was scrapped in 1948. 130 was built by McGuire-Cummings in 1914. It was scrapped in 1948.” (Joe L. Diaz Photo)
C&WT 141 at the North Riverside car barn. Don’s Rail Photos: “141 was built by McGuire-Cummings in 1924. It was rebuilt in 1939 and the body sold as a shed in 1948. It was purchased by Electric Railway Historical Society in 1958. It went to Illinois Railway Museum in 1973 and began restoring.” The 141 is now in operating condition. (Joe L. Diaz Photo)
C&WT 157 and 155 meet on DesPlaines Avenue and 26th street. Single track operation is in effect due to track work. (Joe L. Diaz Photo)
C&WT line car 15 at an undetermined location. Don’s Rail Photos: “15 was built by Pullman Car in 1897 as Suburban RR 512. It was renumbered 515 and rebuilt as 15 in 1927. It was rebuilt in 1940 and scrapped in 1948.” (Joe L. Diaz Photo)
C&WT 156 is on Cermak at Cicero Avenue. The Pinkert State Bank (built in 1919) at rear was located at 4810-12 W. Cerak (22nd Street) in Cicero. It featured prominently in the government’s tax evasion cases against Al and Ralph Capone. Don’s Rail Photos: “156 was built by Cummings Car Co in 1927. It was rebuilt in 1942 and scrapped in 1948.” (Joe L. Diaz Photo)
C&WT 140 on the LaGrange line. Don’s Rail Photos: “140 was built by McGuire-Cummings in 1924. It was rebuilt in 1939 and scrapped in 1948.” (Joe L. Diaz Photo)
C&WT 136 and 132 are eastbound on one of the lines that terminated at Austin Boulevard (either Lake or Madison). (Joe L. Diaz Photo) Joe writes: “The photo of C&WT cars 132 and 136 may have been taken at Lake and 25th, the west end of the Lake Street line.” Andre Kristopans: “CWT 132, 136 at west end of Lake St line at 25th Ave.”
Three C&WT streetcars, including 103 and 104, are on Lake Street at Austin Boulevard. We are looking to the east, which explains why the head car is signed for Maywood. According to Don’s Rail Photos, both 103 and 104 were built by McGuire-Cummings in 1917 and scrapped in 1948. (Joe L. Diaz Photo)
The laundry in the previous photo is now a beauty parlor.
C&WT 141 is westbound, crossing the DesPlaines River on the LaGrange line. This car, sole survivor of the fleet, has been restored and you can ride it at the Illinois Railway Museum. (Joe L. Diaz Photo)
C&WT 128, on either the Madison or Lake lines, is signed for Melrose Park. Not sure which railroad that tower belongs to. (Joe L. Diaz Photo) Andre Kristopans: “CWT 128 is crossing the Soo Line on Madison west of Jackson (a half mile west of Desplaines Av.).”
C&WT snow sweepers 9 and 5 in their element at the North Riverside car barn. Don’s Rail Photso: “5 was built by McGuire-Cummings in 1913. It was scrapped in 1948. 9 was built by McGuire-Cummings in 1928. It was sold to Sand Springs Ry in 1948.” (Joe L. Diaz Photo)
C&WT 156 is eastbound on Cermak at Ridgeland in front of the old Berwyn Theatre, which opened in 1924. It was damaged by fire in 1990 and demolished. This picture was probably taken not long after the theatre was modernized in 1936. Don’s Rail Photos: “156 was built by Cummings Car Co in 1927. It was rebuilt in 1942 and scrapped in 1948.” (Edward Frank, Jr. Photo)
C&WT 151 on the Lake line, possibly at the west end. Don’s Rail Photos: “151 was built by McGuire and Cummings in 1924. It was scrapped in 1947.” (Edward Frank, Jr. Photo)
C&WT 151 on the Lake Street line. Don’s Rail Photos: “151 was built by McGuire and Cummings in 1924. It was scrapped in 1947.” (Edward Frank, Jr. Photo)
South Shore Line
CSS&SB 10, signed for South Bend. (Photo by Anderson)
CSS&SB 24. Don’s Rail Photos: “24 was built by Pullman in 1927. It was lengthened and air conditioned, and got picture windows in 1947.” (Photo by Anderson)
CSS&SB 109 in the yard at Chicago in the mid-1960s. Don’s Rail Photos: “109 was built by Pullman in 1926. It was lengthened in 1944. Air conditioning and picture windows came in 1949.” (Walter Broschart Photo)
The way to distinguish South Shore Line street running photos from one city to another usually includes counting the number of tracks. Only East Chicago was double tracked. However, this is Michigan City, as there are two tracks for a short distance near the station seen at rear, since many runs begin and end here. This picture, showing car 105 and train, was taken on August 6, 1948. The station building still exists but is no longer in use.
CSS&SB cars 2 and 504 at the Michigan City station on August 30, 1960 (note the 1960 Ford at left). Don’s Rail Photos: “2 was built by Pullman in 1926.” Frank Hicks writes: “This interurban freight trailer has a more unusual history than most. It was built for ISC as an interurban combine, and ran on that system’s lines in Indiana for five years until ISC became part of the great Indiana Railroad system. IR rebuilt the three cars of the 375-377 series into railway post office cars and put them to use in this unusual capacity. The three RPO’s survived on IR until the end of interurban service in 1941, at which time all three were sold to the only other interurban line then operating in Indiana: the South Shore. The South Shore converted 376 into a line car while 375 and 377 became express package trailers. These cars were designed to run in passenger trains and had control lines so that they could be run mid-train; they were often used to transport newspapers. Car 504 was retired in 1975 and acquired by IRM, which has repainted it and put it on display.” (Photo by Meyer)
Chicago Lake Shore & South Bend Ry. (predecessor of the South Shore Line) car 68 at an unknown location near a wooden Chicago “L” car. This photo is a real mystery, since, as far as I know, this car has not been preserved (although car 73 is being restored). Joe writes: “Car 68 is Lake Shore Electric, not CLS&SB, built by Brill in 1903. The car behind it is one of the LSE’s Barney & Smith interurban cars.” That clears up the mystery. The information that came with this negative was incorrect.
CSS&SB 27 near the Art Institute of Chicago on May 7, 1963. (Photo by Anderson)
CSS&SB 111 at Randolph Street Terminal in downtown Chicago in May 1953. This station has since been rebuilt and is now underneath Millennium Park.
A three-car CSS&SB train, including car 31, makes a photo stop on an early Central Electric Railfans’ Association fantrip near Wilson, Indiana.
CSS&SB 105 heads up a six-car train near Miller, Indiana on June 1, 1939. This appears to be a photo stop on a fantrip. (Photo by Anderson)
Chicago, South Shore & South Bend freight locos 902 and 903 in Michigan City, Indiana. (Photo by Anderson)
Even the city trolley lines of Gary Railways, operating between 1908 and 1947, had an interurbanish character. Industrial development in the area meant there were large tracts of land reserved for future use. In 1938-39, Central Electric Railfans’ Association (CERA) ran three fantrips on Gary Railways interurbans in their waning days. We have run pictures from some of those trips in previous posts.
Here is a timeline of transit developments in the Gary area.
Gary Railways 101. The sign says street railway service in Gary was inaugurated 21 years ago with this car. If service began in 1912, that would date this photo to 1933.
Gary Railways 24.
Gary Railways 128.
Gary Railways 120.
Gary Railways 15 at Kennedy siding on the Hammond line on March 9, 1941. According to the photo information, this car was built by Cummings in 1926.
Gary Railways 16, signed for Hammond.
Gary Railways 14, at a loop on the Hammond line, on October 27, 1940. According to the photo information, it was built by Cummings in 1926.
Gary Railways 19 at Tolleston, with both poles up. This lightweight safety car was built by Cummings Car & Coach in 1927. This car body, sole survivor of the fleet, is now at the Illinois Railway Museum.
Gary Railways 27.
Gary Railways 22 on May 16, 1940. (Gordon E. Lloyd Photo)
Gary Railways 20 on July 21, 1946.
Gary Railways 22.
Gary Railways 12. Don’s Rail Photos: “12 was built by Cummings Car Co in 1926. It was scrapped in 1946.” (Jack Beers Photo)
Gary Railways car 19, the only car preserved, on a Central Electric Railfans’ Association fantrip. This matches a picture we previously published in our previous post More Hoosier Traction (September 2, 2015). Bill Shapotkin said that other picture was taken “taken on March 19, 1939 — the day AFTER the last day of service on the Indiana Harbor (and Hobart) lines.” The difference in tonality between the two pictures may simply be the difference between panchromatic and orthochromatic film.
A close-up of the previous picture.
Gary Railways 9 at Hobart, Indiana in 1934.
Gary Railways cars 12 and 9.
Gary Railways 14.
Gary Railways 19.
Gary Railways 17 at the North Broadway loop.
Gary Railways 51.
Johnston Traction 311, a double-truck Birney car (ex-Bangor, Maine) on June 24, 1956. Don’s Rail Photos: ” 307 thru 311 came from Bangor Hydro Electric in 1941 where they were 10, 12, 14, 16, and 18. They were scrapped in 1957 except for 311 which was preserved at Rockhill Trolley Museum which acquired it in 1960.” Audio recordings of car 311 in service in Johnstown are included on Railroad Record Club LP #23.
Fort Collins Municipal Railway Birney car 25 in October 1950. Don’s Rail Photos: “2nd 25 was built by Brill Car Co in December 1922, #21530, as VR&P 1520. It was sold as FCM 25 in 1946. It was sold to James Stitzel in 1953 and resided next to the former Midland Terminal depot in Victor, CO, until it was sold to a South Carolina party about 1980. It was cosmetically restored. In 1998 it was sold to the Charlotte Trolley painted as South Carolina Public Service Co 407. It was sold to Fort Colins Municipal in 2008 and is being restored as 25.” (Robert C. Gray Photo)
Fort Collins Municipal Railway 24 on the Mountain Street line in October 1950. Don’s Rail Photos: “2nd 24 was built by Brill Car Co in December 1922, #21530, as Virginia Railway & Power Co 1530 It was sold as FCM 24 in 1946 but seldom operated. Parts kept second Car 25 operating.” (Robert C. Gray Photo)
Fort Collins Municipal Railway 26 in 1946. Don’s Rail Photos: “26 was built by American Car Co. in November 1922, #1324 as CERy 7. It was sold as FCM 26 it in 1924. It was sold to Henry Ford Museum and moved to Michigan in 1953 where it is on static display. It was operated several times on the trackage of the Department of Street Railways.” (Richard H. Young Photo)
Lehigh Valley Transit 702 and 812 on a fantrip. Don’s Rail Photos: “702 was built by Southern Car Co in 1916. It was rebuilt on August 8, 1931 and scrapped on January 8, 1952. 812 was built by St Louis Car in 1901 as 159. It was rebuilt as 999 in 1914 and rebuilt as 812 in 1921. It was scrapped in November 1951.”
Lehigh Valley Transit 702 and 812 on a Liberty Bell route fantrip, probably not long before service ended in 1951. Ed Skuchas adds, “The LVT fan trip cars are sitting on the spur at the LVT station in Perkasie at Walnut and Penn St.”
The former LVT station in Perkasie is now the headquarters for the local historical society.
Not sure offhand where this picture was taken, along the LVT Liberty Bell interurban route between Philadelphia and Allentown. Ed Skuchas: “The “tunnel” photo is the underpass in Perkasie under the Reading tracks. Location is Walnut and 7th. The photo was taken from a block back at about 6th and Walnut.”
A close-up of the previous picture.
The former LVT underpass in Perkasie today.
The ramp you see is at Norristown, and shows how Lehigh Valley Transit interurban cars descended to street level to continue north to Allentown. Service on the Liberty Bell Limited ended in September 1951. Service between Philadelphia and Norristown, started by the Philadelphia & Western, continues today under SEPTA.
Philadelphia & West Chester Traction (later Philadelphia Suburban Transportation Co.) cars 86, 73 and 83 at 69th Street Terminal in 1936. Don’s Rail Photos: “73 was built by Brill Car Co in April 1927, #22212. It became SEPTA 73 in 1970 and sold to Pennsylvania Trolley Museum in 1990. 83 was built by Brill Car Co in March 1932, #22980. It became SEPTA 83 in 1970 and sold to Middletown & Hummelstown in 1982.”
Philadelphia Suburban Transportation car 84, a 1932 Brill “Master Unit,” on the West Chester line. This long line was mainly single-track with occasional passing siidngs such as this one.
Philadelphia Suburban double-end cars 14 and 18 on West Chester Pike, April 25, 1954. Buses replaced trolley cars in June so that West Chester Pike could be widened.
Brilliner 10 is on side-of-the-road trackage on the Philadelphia Suburban’s West Chester line, which was bustituted in 1954.
A close-up of the previous photo.
Philadelphia Suburban Transportation Co. double-ended car 12 at 69th Street and Garrett Road on April 14, 1951. It is outbound on the Ardmore line.
Lehigh Valley Transit high-speed, lightweight interurban car 1000 at the 69th Street Terminal in 1947. This car, formerly Cincinnati & Lake Erie 125, was sold to LVT in 1938 for use on the Liberty Bell Limited line between Philadelphia and Allentown, and was scrapped in 1952. (Cliff Scholes Photo)
The double-end Bullet cars on the Philadelphia & Western were not the only Bullets. There were also some single-ended cars such as Bamberger 125, shown here in Ogden, Utah. Don’s Rail Photos: “125 was built by Brill in 1932, #22961, as Fonda Johnstown & Gloversville 125. It was sold as Bamberger 125 in 1939 and retired in 1952. The body was sold to Utah Pickle Co.”
Boston double-end PCC 3327, signed for Heath on the MBTA Green Line “E” branch (formerly called Arborway), is heading up the Northeastern Incline from the Huntington Avenue Subway in this March 1974 view.
MBTA double-end PC 3346 at Mattapan on March 31, 1978. These cars were painted red, since the Ashmont-Mattapan branch line is considered an extension of the Red Line subway.
Outbound double-end PCC 3345 at Ashmont in August 1968.
3345 at Ashmont in August 1968 with a standing room crowd. Despite the roll sign, the Ashmont-Mattapan tracks are separate from Boston’s Green Line system.
3330 at Ashmont in August 1968.
MBTA 3296, operated in multiple units, at the old North Station on September 28, 1970.
Boston stretcar 5202 at Valley Road on the Ashmont-Mattapan line on February 11, 1935. This “light rail” line continues in service with PCC cars. (M. L. Young Photo)
Odds and Ends
A view of the Seattle monorail at its downtown terminal in 1975. The monorail was built to serve the 1962 Seattle World’s Fair. (Walter Broschart Photo)
This 1958 picture shows the old Garfield Park “L” crossing the area now occupied by the Kennedy expressway. The “L” was replaced by the Congress Expressway median line on June 22, 1958, after which these tracks were removed. But prior to that, they had to be shored up with new supports due to excavation work for the new highway, which opened on November 5, 1960. We ran another picture taken at this location in our previous post Some Thoughts on “Displaced” (August 30, 2016). You can also see a 1957 Chevy in the picture, plus an early Volkswagen. The last year for the split rear window Beetles was 1953, so this one is later.
This picture of various Chicago, Aurora & Elgin trains was taken around September 1953 at DesPlaines Avenue in Forest Park. Construction is underway to reconfigure the terminal for a new track arrangement, where CA&E trains will no longer head downtown, but will terminate and loop here. The wooden ramp in the background was built so that CTA trains could loop without crossing CA&E tracks, which were no longer going to be connected to the CTA. This new arrangement continued until the CA&E quit operating passenger service on July 3, 1957.
The three Chicago Rapid Transit cars shown here are at 22nd and Mannheim, the end of the Westchester branch. The occasion was a February 12, 1939 Central Electric Railfans’ Association fantrip. We have posted other photos from this excursion in previous posts. There was a photo stop scheduled at this location from 1:15 to 1:30 p.m.
Illinois Terminal 273 in Springfield. (Walter Broschart Photo)
Illinois Terminal 274 in Decatur at 9:25 a.m. on August 10, 1954. This interurban combine car was built by the St. Louis Car Company in 1913. This was westbound train #61. This picture was taken using Kodak Super-XX film (4″ x 5″ size). (John A. Rehor Photo)
Jack Bejna writes:
Hi David, Here are two images that I think you’ll like. First, an eastbound CA&E train passes the tower at Laramie. In the left background is the CA&E freight station (I think), and the CA&E storage yard. The second image is a shot of CA&E 304 at the freight station after quite a bit of creative Photoshopping to improve an otherwise so so image taken in the 1920s. Enjoy, Jack
PS- My never ending search for CA&E was rewarded with this route map (circa 1940) that I had never seen before.
We are pleased to report that hi-resolutions scans for 12 more issues* of Surface Service, the Chicago Surface Lines emplyee magazine, have been added to our E-book Chicago’s PCC Streetcars: The Rest of the Story (available in our Online Store). This totals 200 additional pages of information.
*October and November 1942, February and March 1943, October, November and December 1944, May, July and August 1945, April and May 1946
Work continues on our upcoming book Chicago Trolleys, which is now in the layout and proofreading stage. The expected publication date is September 25th of this year. We will keep you advised as things progress.
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CTA Prewar PCC 4041 is northbound on Western Avenue near Fulton Street on July 7, 1955. (Chuck Wlodarczyk Photo)
Here in Chicago, April showers (and there were many) have finally given way to May flowers. What better time to do some late Spring cleaning, and sort out a bunch of recently acquired material to share with you, our readers.
In spite of the lack of an overall theme, somehow this post grew like Topsy, to the point where it now has more images in it (100+) than any of our previous installments.
In the 1950s, CTA PCC 7125 is heading southbound at State and Kinzie while track work is underway nearby.
We’ve run a couple pictures from this, the first Omnibus Society of America fantrip, in previous posts (Tip of the Iceberg, March 10, 2017 and Chicago Surface Lines Photos, Part Six, February 22, 2016), but this one actually provides the date, March 2, 1958. CTA trolley bus 9193 is heading south on Kedzie at the Congress (now Eisenhower) Expressway. As you can see, the entrance to the Kedzie rapid transit station is not quite finished. The line would open on June 22, 1958, replacing the old Garfield Park “L”.
On May 16, 1954, two weeks before the end of Red Car service, the Central Electric Railfans’ Association held a fantrip on several lines. Here, we see fantrip car 479 at right and regular service car 1758 on the left. The location is Lake and Laramie, as you can see the ramp that brought the Lake Street “L” down to street level for the last 2.5 miles of its route. Car 473 also took part in the excursion.
The same location today. The Lake Street “L” (today’s CTA Green Line) was relocated onto the nearby Chicago & North Western embankment in 1962, and a new structure replaced the former ramp. Steel support columns were relocated to the curb. We are facing west.
This picture of CTA 473 was also taken on the May 16, 1954 fantrip, during a photo stop at 79th Place and Emerald.
Westbound CTA 1758 is turning from Lake onto Pine. This picture may also have been taken on May 16, 1954, as the same car shows up in some of the fantrip pictures. That looks like a 1953 Kaiser at left. Kaiser was an upstart automaker that got started after WWII and ceased American car production in 1955 to concentrate on making Jeeps. Kaisers had nice styling and interiors, but were underpowered compared to the Buicks and Oldsmobiles they competed against, lacking a V-8 engine.
CTA PCC 7170 is heading southbound at Clark and Granville in this wintry 1950s scene. The Kroger grocery store was located at 6157 N. Clark, in a building now occupied by the Raven Theatre Company.
Photo caption: “Chicago, North Shore & Milwaukee RR 352 passenger interurban (Built Cincinnati). Only car on Mundelein branch.” Don’s Rail Photos: “352 was built by St Louis Car Co in January 1928, #1453. It was retired and scrapped in 1951.”
A Dayton (Ohio) trolley bus at night in September 1972.
A Lehigh Valley Transit Liberty Bell Limited interurban car in Lansdale (note the nearby Reading catenary). While the interurban quit in 1951, electric commuter rail service to Lansdale continues under the auspices of SEPTA. Between 1949 and 1951, LVT considered terminating the interurban here instead of continuing to Norristown. This would have involved building a loop to turn the single-ended cars. Ultimately, this was not done.
Lehigh Valley Transit 1100 on a New York Central flat car at Riverside Yard in Allentown PA. Don’s Rail Photos: “1100 was built by Cincinnati Car in August 1929, #3025, as Dayton & Troy Ry 201. It was returned to Cincinnati Car in 1932, and in 1938 it was sold to LVT as 1100. In 1949 it was sold to Milwaukee Rapid Transit & Speedrail. It was in such bad condition that it was not rehabilitated and was scrapped in 1952.” It seems likely that the 1100 was sold to Speedrail for use as a parts car. The photo date is given as February 14, 1948, but this may be wrong, as this was more than a year prior to the abandonment of the Easton Limited interurban line, where this car ran. However, it may have been out of service for some time.
Lehigh Valley Transit 1102 loaded on an Lehigh Valley RR flat car in Allentown, PA (November 1949). Don’s Rail Photos: “1102 was built by Cincinnati Car in August 1929, #3025, as D&TRy 203. It was returned to Cincinnati Car in 1932, and in 1938 it was sold to LVT as 1102. In 1949 it was sold to Speedrail, but was not rehabilitated until March 1951. But it only ran for 3 months as 66 before the line was abandoned and then scrapped in 1952.”
“LVT 1102 loaded on an NYC flat car at Riverside to be shipped to Milwaukee, Wisconsin.”
Chicago Streetcar R.P.O. (Railway Post Office)
We recently acquired this envelope, and enclosures, that were cancelled in 1946 on an old Chicago streetcar. Streetcars had last been used to sort and transport mail in 1915. The event was a stamp collector’s convention.
Don’s Rail Photos: “H7, mail car, was built by American Car Co in 1891, as a C&PS (Cicero & Proviso Street Ry) passenger car. It was rebuilt as CUT 8 in 1900 as a mail car and as CRys 8 in 1903. It was renumbered H7 in 1913 and became CSL H7 in 1914. It was retired on May 16, 1949.”
Hagerstown & Frederick (Potomac Edison)
We recently purchased a number of rare photos showing the Hagerstown & Frederick, a Maryland interurban. This was a real-lie “Toonerville Trolley,” which, despite not having a lot of ridership, somehow managed to survive into the 1950s.
It’s hard to describe the H&F since it seems to be more of a country trolley than an interurban line. Yet they did operate freight service and covered some 76 miles of line in western Maryland. It was the last passenger interurban east of Chicago. The H&F was a consolidation of several lines dating back to 1902. They joined together in 1913. Abandonments began in 1932. In 1938 the main line was cut so that there were two separate sections, one at Hagerstown, and the other at Frederick. The Hagerstown line finally quit in 1947, but the Frederick to Thurmont passenger service lasted until February 20, 1954. Freight service was later dieselized but lasted only until 1958. I was fortunate enough to visit Frederick the year after passenger service ended, but some of the freight equipment was still around.
Interestingly, some of these pictures were part of a set produced by the Railroad Record Club. I had no idea that the RRC sold sets of photos, but apparently they did. This is only part of one such set, #12. That would imply there are more RRC photo sets out there waiting to be rediscovered.
There is a Railroad Record Club discs featuring the H&F, but it is disc #6 and not 12. RRC #6 is one of the ones we have already digitized.
H&F car 48 on May 18, 1941. “Wood steel sheathed city car. Green and cream.” Don’s Rail Photos adds, “48 was built by Brill in 1926. It came from the CG&W, also, since they were owned by Potomac Edison, too. It was retired in 1949 and disposition is unknown.”
The last passenger trolley (1947) on the Hagerstown-Williamsport line.
The last passenger trolley (1947) on the Hagerstown-Williamsport line.
H&F 169 in Hagerstown. Don’s Rail Photos: “169 was built by Brill in 1917 and was sold for other uses in 1947.”
H&F 172 in Braddock Heights, Maryland. Don’s Rail Photos: “172 was built by Brill in 1921. It was retired in 1954. The disposition is unknown.”
H&F 49 at Hagerstown on May 29, 1938. On the back of the photo, it says this car was built by Brill in 1924.
The Union Street Substation in Cumberland, MD, installed prior to 1900.
H&F in downtown Hagerstown.
Williamsport, Maryland about 1944. That looks like a 1934 Ford at left.
H&F freight loco 12 in Frederick about 1947. Don’s Rail Photos adds, “12 was built by General Electric, December, 1917, #6238, as Chicago North Shore & Milwaukee 452, but was diverted to the government for use as Watervliet Arsenal E-2. It came to the H&F in 1947. Disposition is unknown.”
“Potomac Edison Co. Car #48 at Cumberland in 1926, on Greene Street at the Dingle intersection with Fayette Street. (Note: House on the left, at 903 Fayette Street, still existed in 1997.) Don’s Rail Photos: “48 was built by Brill in 1926. It came from the CG&W, also, since they were owned by Potomac Edison, too. It was retired in 1949 and disposition is unknown.”
H&F #9. Don’s Rail Photos: “9 was built by the Washington & Old Dominion in 1918 as their 25. It came to the H&F in 1944. It was retired in 1955 and the disposition is unknown.”
H&F 171. Don’s Rail Photos adds, “171 was built by Brill in 1919. It was retired in 1954 and became a private residence. It is now a fishing cabin.” The car body has been preserved in Mountaindale, Maryland.
H&F #3 (left) and 15 (right). Don’s Rail Photos: “3 was built by H&F in 1914. It was retired in 1945. 15 was built by the Chambersburg Greencastle & Waynesboro Street Ry. in 1917 as their 15. It came to the H&F from this line which was a connection at Shady Grove, Pa. in 1932. Disposition is unknown.”(Railroad Record Club photo #12-107)
H&F 178 on a fantrip, probably circa 1954. (Railroad Record Club photo #12-129)
(Railroad Record Club photo #12-138)
H&F 164. Don’s Rail Photos: “164 was built by Brill in 1910 as Frederick RR 32 and scrapped in 1945.” (Railroad Record Club photo #12-101)
H&F #12. Don’s Rail Photos: “12 was built by General Electric, December, 1917, #6238, as Chicago North Shore & Milwaukee 452, but was diverted to the government for use as Watervliet Arsenal E-2. It came to the H&F in 1947. Disposition is unknown.” (Railroad Record Club photo #12-120)
(Railroad Record Club photo #12-162)
H&F #160. Don’s Rail Photos: “160 was built by Cincinnati in 1909 as Hagerstown Ry. 45. Disposition is unknown.” (Railroad Record Club photo #12-100)
H&F 178 (Railroad Record Club photo #12-112)
Looks like fantrip time in Thurmont, possibly in 1954, with H&F 171 at the head of the line. (Railroad Record Club photo #12-127)
H&F work car #7 at Frederick, Maryland, on April 11, 1954. It was built in the H&F shops in 1927 and had four Westinghouse 101B2 motors. On the other hand, Don’s Rail Photos says, “7 was acquired in 1918 from an unknown source. Other information showed it as being built in the company shop in 1927. It served double duty in the winter as a plow. The disposition is unknown.” (Gene Connelly Photo)
H&F 167 at Frederick Yard in June, 1945. Don’s Rail Photos: “167 was built by Brill in 1914. It was wrecked in 1946.” (Walter Hulseweder Photo)
Upstate New York
We received these pictures recently as a gift. They are all from upstate New York. Otherwise, we don’t profess to know much about these properties. Perhaps some of our knowledgeable readers can help us fill in the blanks.
Photo caption: “Franklin Sqaure is one block south of (the )railroad crossing on River Street. Troy (NY).”
United Traction Co. – Franklin Square, Troy, NY.
United Traction Co. – Franklin Square, Troy, NY.
United Traction Co. – Franklin Square, Troy, NY. Don’s Rail Photos: “The company was formed in 1899 as a consolidated of various street railway properties in Albany NY and surrounding cities. The last car operated in Albany in 1946.”
Schenectady Railway – State Street from Park.
“650 type entering Saratoga terminal. Taken during last days of operation- H. V. (Hudson Valley?) tracks removed in 1929- was once 4-track far out at this point.”
Schenectady Railway #53. “Wood suburban car, built by St. Louis Car Co. in 1901 as part of the 50-55 series. Renumbered 550-555, Albany car.” According to Dr. Harold E. Cox, the renumbering took place in 1902 and the series was converted to PAYE (pay as you enter) in 1915.
We recently acquired 14 more copies of Surface Service, the Chicago Surface Lines employee magazine, with the following dates:
1942 – May, June, August 1943 – December 1944 – January, March, May, June 1945 – January, February, March 1946 – February, August, September
Surface Service was published from the early 1920s until CSL became part of the Chicago Transit Authority on October 1, 1947, a period of about 25 years. These magazines are full of interesting tidbits of information that are invaluable for historical research.
In particular, most of these issues cover the World War II era, and show the various way the CSL helped support the war effort. For example, unless you read one of these magazines, you would have no way of knowing that the War Bond car, shown on the August, 1942 cover, was used on 17 different routes throughout the city, one week at a time. The routes and dates are listed, and this information can be used to date photographs showing the car, a “rolling billboard,” in service.
These 14 issues are each 16 pages, meaning we have added 224 additional pages of information to our E-Book, Chicago’s PCC Streetcars: The Rest of the Story, which is available through our Online Store.
The June 1942 cover is quite interesting, as it features a rare “bird’s eye view” of the loop at Madison and Austin, with no less than five pre-war PCCs on hand. The radio tower was a recent addition. Radio communications back then did not involve streetcar or bus operators, but were used by supervisors.
The radio tower is still there in the middle of the loop, which has since been shortened by lopping off the portion to the west. Now, buses turn north on Austin Boulevard before entering the loop, which is no longer “U” shaped, but more like an “L”.
Adventures in Restoration
We recently purchased an original Ektachrome slide shot in December, 1960 by Earl W. Clark, which has faded badly to red. It turned out that some of the dye layers on early Ektachrome films were very unstable. (A similar problem, interestingly, also happened to some pre-1940 Kodachrome slides.)
The dye layers on today’s slide films have excellent longevity.
The late Bradley Criss was an expert at restoring these types of images. He once gave me some advice on how to best approach this.
Most people would probably scan the slide, then try to color correct it. But since there is such an extreme amount of correction involved, he recommended color correcting in the scanning stage as a first step.
Here are some pictures showing the various steps along the way towards restoring this slide to something like its original appearance. I’m not saying that the results are perfect by any means, but they are a vast improvement.
Before tools like scanners and Photoshop were available, about the best you could do with an image like this was to convert it to black-and-white.
Often, a photographer’s slides don’t come up on the open market until they have passed from the scene. I was hoping this was not the case for Earl W. Clark. I made some inquiries, and it appears that Mr. Clark, the dean of Cincinnati railfans, is still very much on the scene, as this report from last Fall would indicate.
I would imagine Mr. Clark is overjoyed that streetcars have returned to Cincinnati.
This is an early Ektachrome slide that has faded badly over the years due to having unstable dyes. They longevity of such dyes has been greatly improved since. The green and blue layers have badly faded, leaving very little but the red. This is how the slide scanned without any color correction.
Before scanning the slide again, this time I manipulated the colors using adjustments in the scanning software. This gave me a “leg up” when starting work in Photoshop, which was the next step.
Here is what the slide looked like after using Photoshop’s Auto Color feature. The color is still not right, having a rather magenta (red-blue) cast. Green is the opposite of magenta. You can either reduce the amount of magenta or increase the amount of green– it all amounts to the same thing.
Here, in Photoshop, I am adjusting the color by using the sliders until the overall color looks right. Notice there are three sets of color opposites.
Here, I am increasing the color saturation in Photoshop to make up for dye fading.
Since 2/3rds of the dye layers on this slide have faded badly, the overall level of color saturation has to be increased in order to restore the proper amount of contrast.
The slide has bee brightened up somewhat and I have removed some of the crud that has accumulated on it over the decades. However, ultimately I decided this was slightly too light.
The end result. This photo of Chicago, Aurora & Elgin wood car 315 was taken by Earl W. Clark in December 1960. Don’s Rail Photos: “315 was built by Kuhlman Car Co in 1909, #404. It was modernized at an unknown date and sold to Rockhill Trolley Museum in 1962.”
Charles L. Tauscher in Memoriam
FYI, sad news to report. Charles L. Tauscher‘s niece Jennifer Fulbrook wrote on Facebook that he passed away on April 21st:
Hello. I am sorry for this somewhat off topic post. I know some of you were friends with my uncle (Chuck Tauscher) I wanted to let you know he passed away today after suffering a massive stroke last week.
We do not have any public memorials planned as of yet. Please share this post as you see fit.
Tauscher had a keen interest in history. He was one of the founders of the Omnibus Society of America and was also an excellent photographer. We used several of his pictures in CERA Bulletin 146.
My upcoming book Chicago Trolleys will also have a number of his pictures in it.
I believe he was about 76 years old.
Greg Ross writes:
I’m a student at the University of Chicago, and I am currently working on a story for our student paper, the Chicago Maroon. The story is about the history of the former Garfield Green Line station, the oldest standing L station in the city. I’m writing to ask if you have any information about either the station of the Green Line (the Alley “L”) that I could use in my story. I’ve browsed your blog and would love to see any pictures you may have of the station as well. Please let me know if you would be available to talk.
Thank you for your time, and I hope to hear back!
I posted a picture of the Garfield station to the blog I did before this one (see CTA Red Line Reroute, July 13, 2013), but that is a picture anybody could take today. I am assuming you have already read the station history on Graham Garfield’s excellent web site www.chicago-l.org?
Perhaps some of our readers might have additional information that can help you.
Bill Downes writes:
This is way off the topic, but anyone have a link to an authoritative source regarding the issue dates of some West Towns transfers I have?? There are rather large numerals “22” and “23” superimposed on the body of transfer which shows direction of travel, month, route etc but no date or day of week!! If I had day of week and date could look at calendar and approximate year. Thanks.
An interesting question. Unfortunately, I do not know the answer. Perhaps one of our readers might be able to help, thanks.
Kenneth Muellner writes:
Just wanted to say how much I am enjoying your website. I’ve always had a soft spot for streetcars, interurbans, trolley buses and the like, and really enjoy your site. You mentioned that you grew up near Grand and Harlem, and I grew up not too far away at Addison and Oak Park. We had lots of family that lived over on Mont Clare Ave., just south of Diversey, and we were in the area a lot. I still remember being with my grandfather, waiting for my mother shopping in High Low on Harlem Avenue, and going over with him over to Caputo’s, which was just a garage at that time, with my grandfather telling him how to run his business!
My dumb question is about streetcars. I have a lot of books about them, but one thing I am unclear on is how did the streetcars turn at switches? Did the motorman have to go out of the car and manually move the switch, or was there some sort of remote control where they could switch the track, and then back again for cars following? I never have really understood how that worked.
There are no dumb questions in my book. Thanks for asking.
Track switches can be hand thrown by the conductor or operator, who would have to stop, get off the streetcar in traffic, and use a long metal rod called a “switch iron.” Eventually, motorized switches were developed for use in places where route changes were frequent.
Here’s an excellent explanation of such switches, written about the Brooklyn system, but I would imagine applicable elsewhere:
ELECTRIC TRACK SWITCHES
To avoid delaying service, electric track switches were installed at busy intersections. These switches were set by the Motorman while the car was in motion. The current in a contactor located on the trolley wire controlled the track switch. A car coasting under the contactor set the switch for the straight route. If the car’s controller was set on the first point when it passed under the contactor, the switch was set for the diverging route. Because the PCCs had high acceleration, their high starting current would have burned up the contactor. To correct this condition, a switch and a resistor was installed on a separate circuit. Therefore, all PCCs coasted when they approached an electric track switch. For the diverging route, the Motorman actuated this special switch on his desk.
Is Iowa Traction 727 serviceable at Mason City? Is it running in 2017? I would love to photograph it. We have a sister car at Illinois Railway Museum.
That’s an excellent question. Hopefully one of our readers may have an answer.
The Iowa Traction Railway, as it is now called, is a subsidiary of Progressive Rail. You might try contacting them directly. To the best of my knowledge, ITR owns North Shore 727, but I do not know who maintains it or handles its use on charters.
Miles Beitler writes:
I attached three photos (originally color slides) of CTA trains. The 1972 Halsted photo shows a 2200 series train at the UIC-Halsted station. Note the Sears Tower under construction in the background. The 1972 Morgan photo shows a 6000 series train eastbound at Morgan siding. The last photo shows a 2000 series train in its original paint scheme at Wabash near Randolph. I took all of these photos so feel free to post them to your blog and you may use my name as well.
Thanks for sharing these with our readers.
One of our readers, who prefers to remain anonymous, writes:
I noticed that you recently posted about the CA&E and the North Shore Line, so I attached some old photos which might interest you.
The first three attached photos are from an old North Shore Line calendar. The first photo (CER-NSL Church St) was taken by Fred Borchert probably in the early 1920s and shows the NSL Evanston terminal with the Evanston L station in the background. The other two photos have self-explanatory captions.
I have no copyright information about these photos, but you know that Fred Borchert died long ago. The calendar was “produced by Joe L. Diaz, editor and publisher of The Street Railway Review, 1414 Elmdale, Chicago 60660”.
The fourth photo is of the Wells Street Bridge and the last photo is a CA&E train running on the old Garfield Park line. I’m not sure of the location but it could be the St Louis Avenue curve. These are from Model Transport magazine, June 1982. I did not find any copyright notice in this railfan publication.
Wells St Bridge — from the Chicago Dept of Public Works archives (so this should be public domain)
CA&E on Garfield Pk elevated circa 1940 — photographer unknown
Unfortunately, Joe L. Diaz is also no longer with us. Thanks for sharing!
Jack Bejna writes:
Hi David, Here are a few images of the CA&E ex WB&A trailers, except for 600 and 702 (I can’t find any images so far). I’ve always wondered why CA&E didn’t use them as motors instead of rebuilding them as trailers. Also, I’ve also sent an image of a CA&E caboose with part of the original dispatcher’s office in the background….still looking for s good shot! Thanks for the excellent Easter post; most enjoyable; another winner!
Many of our readers will recognize Mr. Bejna’s fantastic work from previous posts. We all appreciate seeing these great images that he has made look as if they were shot yesterday, through his hard work and talent.