The Spice of Life

The date of this picture is not known, but it must have been in the early 1950s. We see a Chicago & North Western commuter train (aka a "Scoot") at left on an embankment, while an eastbound CTA train is on the ground level portion of the Lake Street "L". Perhaps a more exact location can be determined by the signal tower shown in the photo. I think the woods were off of Lake by the end of 1954, and steam only lasted a couple more years on the C&NW. Now both Metra commuter trains and CTA's Green Line trains share this embankment. (William Shapotkin Collection)

The date of this picture is not known, but it must have been in the early 1950s. We see a Chicago & North Western commuter train (aka a “Scoot”) at left on an embankment, while an eastbound CTA train is on the ground level portion of the Lake Street “L”. Perhaps a more exact location can be determined by the signal tower shown in the photo. I think the woods were off of Lake by the end of 1954, and steam only lasted a couple more years on the C&NW. Now both Metra commuter trains and CTA’s Green Line trains share this embankment. (William Shapotkin Collection)

Variety, they say, is the spice of life, and we certainly have a spicy batch of photos for you today. Most are from the collections of William Shapotkin, whose interests range far afield. Looking through all these photos was, for me at least, like Christmas in July.

We hope that you will enjoy them as much as we do. We thank Mr. Shapotkin for generously sharing these images with our readers.

-David Sadowski

PS- If you enjoy reading these posts, you might consider joining our Trolley Dodger Facebook Group as well. We currently have 391 members.

Meet the Author

We will be appearing at City Lit Books (2523 N. Kedzie Avenue in Chicago) at 1:00 pm this Saturday, July 24, to discuss our new book Chicago’s Lost “L”s.

Our program will start with a 20 minute audiovisual presentation, followed by questions and answers from the audience, and a book signing. We hope to see you there.

Interestingly, City Lit Books occupies the same building that once housed the Logan Square “L” Terminal, although you would hardly know it by looking at the exterior. Our presentation will give an overview of the book, and then delve further into the historic “L”s of the northwest side (Logan Square, Humboldt Park, and Ravenswood), with plenty of pictures of the Logan Square Terminal.

The Trolley Dodger On the Air

On July 16th, I was invited to appear on the Dave Plier Show on WGN radio, to discuss Chicago’s Lost “L”s. You can hear that discussion here.

Recent Finds

CA&E 318 is on a mid-1950s fantrip sponsored by the Illini Railroad Club. The car is out on the Mount Carmel branch. You can see Maury Klebolt (1930-1988), the trip organizer, in the window. Mike Franklin: "This photo is looking west on the north side of Roosevelt Rd in Hillside taken from Oak Ridge Ave. That is not a cemetery on the right but rather the outdoor show room for Peter Troost Monument Co, same as today. Queen of Heaven Mausoleum at Wolf & Roosevelt can be seen in the distant left."

CA&E 318 is on a mid-1950s fantrip sponsored by the Illini Railroad Club. The car is out on the Mount Carmel branch. You can see Maury Klebolt (1930-1988), the trip organizer, in the window. Mike Franklin: “This photo is looking west on the north side of Roosevelt Rd in Hillside taken from Oak Ridge Ave. That is not a cemetery on the right but rather the outdoor show room for Peter Troost Monument Co, same as today. Queen of Heaven Mausoleum at Wolf & Roosevelt can be seen in the distant left.”

The same location today.

The same location today.

We are looking east along Lake Street, just west of Laramie, in the early 1950s. The Lake Street "L" descended to ground level here, running parallel to the CTA Route 16 streetcar for a few blocks. Streetcar service was replaced by buses on May 30, 1954.

We are looking east along Lake Street, just west of Laramie, in the early 1950s. The Lake Street “L” descended to ground level here, running parallel to the CTA Route 16 streetcar for a few blocks. Streetcar service was replaced by buses on May 30, 1954.

The CTA State and Lake station on April 21, 1980, looking north. This is why I am not sorry to see the old station replaced by a new one-- the old one was messed with a lot over the years. It was also damaged by fire, with the result that very little that is original remains. (Clark Frazier Photo)

The CTA State and Lake station on April 21, 1980, looking north. This is why I am not sorry to see the old station replaced by a new one– the old one was messed with a lot over the years. It was also damaged by fire, with the result that very little that is original remains. (Clark Frazier Photo)

On February 19, 2017, thanks to a substantial donation from the late Jeffrey L. Wien, the Central Electric Railfans' Association held a fantrip on the CTA using a four-car train wrapped to celebrate the Chicago Cubs' World Series victory the previous fall. The lead car was 5695. (Bruce C. Nelson Photo)

On February 19, 2017, thanks to a substantial donation from the late Jeffrey L. Wien, the Central Electric Railfans’ Association held a fantrip on the CTA using a four-car train wrapped to celebrate the Chicago Cubs’ World Series victory the previous fall. The lead car was 5695. (Bruce C. Nelson Photo)

On June 1, 1950 CTA PCC 7217 was used as part of an inquest into the fatal collision between car 7078 and a gasoline truck that killed 33 people (and injured many others) on May 25th of that year. The location is 6242 S. State Street. The resulting fire destroyed several nearby buildings. This accident is the subject of a book (The Green Hornet Streetcar Disaster).

On June 1, 1950 CTA PCC 7217 was used as part of an inquest into the fatal collision between car 7078 and a gasoline truck that killed 33 people (and injured many others) on May 25th of that year. The location is 6242 S. State Street. The resulting fire destroyed several nearby buildings. This accident is the subject of a book (The Green Hornet Streetcar Disaster).

Chicago Aurora & Elgin car 205 heads up a westbound four-car train at Cicero Avenue on the Garfield Park "L".

Chicago Aurora & Elgin car 205 heads up a westbound four-car train at Cicero Avenue on the Garfield Park “L”.

The beginnings of demolition of the Stohr Arcade building at Broadway and Wilson in December 1922. This Frank Lloyd Wright-designed triangular structure, partially hidden underneath the Northwestern "L". barely lasted a decade and was replaced by Arthur U. Gerber's Uptown Union Station the following year. (Chicago Daily News Collection, DN-0075219, Chicago History Museum)

The beginnings of demolition of the Stohr Arcade building at Broadway and Wilson in December 1922. This Frank Lloyd Wright-designed triangular structure, partially hidden underneath the Northwestern “L”. barely lasted a decade and was replaced by Arthur U. Gerber’s Uptown Union Station the following year. (Chicago Daily News Collection, DN-0075219, Chicago History Museum)

There was once a veritable railfan comic strip that appeared in hundreds of daily newspapers– Fontaine Fox‘s Toonerville Trolley. Here are eight daily panels from December 1939. You will note that most do not feature the trolley or its Skipper.

December 2, 1939.

December 2, 1939.

December 4, 1939. The reference to Holland relates to the "phony war" period of World War II. War had broken out in Europe, but Germany did not invade Holland until the Spring of 1940.

December 4, 1939. The reference to Holland relates to the “phony war” period of World War II. War had broken out in Europe, but Germany did not invade Holland until the Spring of 1940.

December 6, 1939.

December 6, 1939.

December 7, 1939.

December 7, 1939.

December 9, 1939.

December 9, 1939.

December 11, 1939.

December 11, 1939.

December 13, 1939.

December 13, 1939.

December 14, 1939.

December 14, 1939.

From the Collections of William Shapotkin:

Bill had three different duplicate slides, all of this same image. I tried to stitch them all together to see if the result would be sharper than the three rather fuzzy slides. It didn't seem to help much. All I know about this North Shore Line scene is that it was taken in 1957. One of the dupes was from Ashland Car Works.

Bill had three different duplicate slides, all of this same image. I tried to stitch them all together to see if the result would be sharper than the three rather fuzzy slides. It didn’t seem to help much. All I know about this North Shore Line scene is that it was taken in 1957. One of the dupes was from Ashland Car Works.

CTA 6238 at 71st and Western on February 3, 1953.

CTA 6238 at 71st and Western on February 3, 1953.

February 22, 1956 at the Chicago & North Western's Lake Bluff station. At right, an eastbound passenger train arrives, while a westbound freight (coming off the "New Line") passes. The view looks north.

February 22, 1956 at the Chicago & North Western’s Lake Bluff station. At right, an eastbound passenger train arrives, while a westbound freight (coming off the “New Line”) passes. The view looks north.

CTA single-car unit 41 in July 1992. This car is now at the Illinois Railway Museum. During the 1980s it was usually paired with car 28, which unfortunately was not saved.

CTA single-car unit 41 in July 1992. This car is now at the Illinois Railway Museum. During the 1980s it was usually paired with car 28, which unfortunately was not saved.

North Shore Line 758 heads up a four-car train, while a nearby Milwaukee Electric interurban is visiting on a 1949 fantrip.

North Shore Line 758 heads up a four-car train, while a nearby Milwaukee Electric interurban is visiting on a 1949 fantrip.

CTA 6151, a Stony Island car, at Navy Pier on July 4, 1951.

CTA 6151, a Stony Island car, at Navy Pier on July 4, 1951.

CA&E bus 101.

CA&E bus 101.

CA&E 409 at Trolleyville, USA in Olmstead Falls, OH in July 1966. Since 2009, this car has been at the Illinois Railway Museum.

CA&E 409 at Trolleyville, USA in Olmstead Falls, OH in July 1966. Since 2009, this car has been at the Illinois Railway Museum.

CTA 2923 at the Addison station on the (now) Red Line in June 1993. It was suggested that this might be Addison on the Ravenswood (today's Brown Line) because there are only two tracks visible. However, Graham Garfield says, "No no! This is actually a very special photo! This is a temporary platform at Addison Red Line (only recently having become the “Red Line”, née North-South Route) built as part of the staging for reconstructing the station, which was rather involved because the structure had to be widened to change from dual side platforms to a single island platform. I was interested to see this photo, as I have only seen a handful of photos of the staging and temp facilities from this project. To accommodate the island platform, the space between the center tracks had to the widened, so the two northbound tracks (3 & 4) stayed on the original steel structure and the southbound tracks (1 & 2) were placed on a new concrete deck with direct track fixation instead of the standard cut spikes and tie plates on the steel-deck elevated. While this concrete structure was being built, southbound Evanston and Howard trains ran on track 3 until August 19, 1994, when both where shifted onto track 1 on the new decking. On August 21, southbound Howard trains moved onto their permanent home on track 2. The new island platform had opened earlier in the summer. The layout of the switches in Addison Interlocking north of the station were arranged specifically to make that reroute scheme possible. So this view looks north on the temporary SB platform along track 3, with a SB Red Line A train stopping."

CTA 2923 at the Addison station on the (now) Red Line in June 1993. It was suggested that this might be Addison on the Ravenswood (today’s Brown Line) because there are only two tracks visible. However, Graham Garfield says, “No no! This is actually a very special photo! This is a temporary platform at Addison Red Line (only recently having become the “Red Line”, née North-South Route) built as part of the staging for reconstructing the station, which was rather involved because the structure had to be widened to change from dual side platforms to a single island platform. I was interested to see this photo, as I have only seen a handful of photos of the staging and temp facilities from this project.
To accommodate the island platform, the space between the center tracks had to the widened, so the two northbound tracks (3 & 4) stayed on the original steel structure and the southbound tracks (1 & 2) were placed on a new concrete deck with direct track fixation instead of the standard cut spikes and tie plates on the steel-deck elevated. While this concrete structure was being built, southbound Evanston and Howard trains ran on track 3 until August 19, 1994, when both where shifted onto track 1 on the new decking. On August 21, southbound Howard trains moved onto their permanent home on track 2. The new island platform had opened earlier in the summer.
The layout of the switches in Addison Interlocking north of the station were arranged specifically to make that reroute scheme possible.
So this view looks north on the temporary SB platform along track 3, with a SB Red Line A train stopping.”

A three-car CA&E train at the Aurora terminal.

A three-car CA&E train at the Aurora terminal.

A five-car North Shore Line train on July 5, 1957. (Joseph Canfield Photo)

A five-car North Shore Line train on July 5, 1957. (Joseph Canfield Photo)

CTA Pullman 550 at Madison and Canal in November 1951, presumably running on Route 56 - Milwaukee Avenue. That's the Chicago Daily News building at rear.

CTA Pullman 550 at Madison and Canal in November 1951, presumably running on Route 56 – Milwaukee Avenue. That’s the Chicago Daily News building at rear.

CTA trolley bus 9761 is running on Route 85 - Central near the end of electric bus service. This slide was processed in April 1973. The Manor Theater was located at 5609 W. North Avenue, and was eventually converted into a banquet hall (Ferrara Manor) after it was purchased by the same family that owned the Ferrara Pan Candy Company. So, the location of this slide is at Central and North Avenues, looking to the southwest as the bus is heading north to Bryn Mawr.

CTA trolley bus 9761 is running on Route 85 – Central near the end of electric bus service. This slide was processed in April 1973. The Manor Theater was located at 5609 W. North Avenue, and was eventually converted into a banquet hall (Ferrara Manor) after it was purchased by the same family that owned the Ferrara Pan Candy Company. So, the location of this slide is at Central and North Avenues, looking to the southwest as the bus is heading north to Bryn Mawr.

CTA 550 entering the Imlay loop at Milwaukee and Devon in September 1951.

CTA 550 entering the Imlay loop at Milwaukee and Devon in September 1951.

This is a former Toronto PCC streetcar, but I have no other information about the picture.

This is a former Toronto PCC streetcar, but I have no other information about the picture.

CSL 6022 at Kedzie and 47th Place in June 1943 (?) Not sure if this date is correct, considering the slab-sided postwar auto on the next block. Dan Cluley writes, "Regarding the date of bills188 the sign on the streetcar advertises “Park and Recreation week – May 21-30” That seems to have been a national promotion in 1948. My guess on the car would be postwar Hudson." So let's call it June 1948 then.

CSL 6022 at Kedzie and 47th Place in June 1943 (?) Not sure if this date is correct, considering the slab-sided postwar auto on the next block. Dan Cluley writes, “Regarding the date of bills188 the sign on the streetcar advertises “Park and Recreation week – May 21-30” That seems to have been a national promotion in 1948. My guess on the car would be postwar Hudson.” So let’s call it June 1948 then.

CTA Pullman 900 at 93rd and Stony Island on November 16, 1951.

CTA Pullman 900 at 93rd and Stony Island on November 16, 1951.

CTA 3191 at Stony Island and 93rd on July 11, 1951.

CTA 3191 at Stony Island and 93rd on July 11, 1951.

The Pioneer Limited (live steam) at Kiddieland amusement park in August 1992. After Kiddieland closed, the steam engines were purchased by the Hesston Steam Museum.

The Pioneer Limited (live steam) at Kiddieland amusement park in August 1992. After Kiddieland closed, the steam engines were purchased by the Hesston Steam Museum.

The observation car on the Kiddieland Express at Kiddieland amusement park in Melrose Park, IL in August 1992. (William Shapotkin Photo)

The observation car on the Kiddieland Express at Kiddieland amusement park in Melrose Park, IL in August 1992. (William Shapotkin Photo)

Milwaukee Road "bipolar" electric loco E-2 on display at the National Museum of Transportation in Kirkwood, MO on August 2, 1995. (William Shapotkin Photo)

Milwaukee Road “bipolar” electric loco E-2 on display at the National Museum of Transportation in Kirkwood, MO on August 2, 1995. (William Shapotkin Photo)

CTA gate car 322 is signed as a Kenwood Local on Chicago's Loop "L" in July 1`1948. Kenwood became a shuttle, running only as far as the Indiana Avenue station, in August 1949 as part of CTA's major revision of north-south service.

CTA gate car 322 is signed as a Kenwood Local on Chicago’s Loop “L” in July 1`1948. Kenwood became a shuttle, running only as far as the Indiana Avenue station, in August 1949 as part of CTA’s major revision of north-south service.

Chicago, IL. CTA car 5010 leads the inaugural revenue run of 5000-series cars on CTA's Howard-Dan Ryan Line at Howard terminal. The view looks W-NW on April 19, 2010. (William Shapotkin Photo)

Chicago, IL. CTA car 5010 leads the inaugural revenue run of 5000-series cars on CTA’s Howard-Dan Ryan Line at Howard terminal. The view looks W-NW on April 19, 2010. (William Shapotkin Photo)

Chicago, IL. Rear-end interior view of CTA "L" car 5010. Photo taken during inaugural revenue run of 5000-series cars on the Howard-Dan Ryan line (April 19, 2010). (William Shapotkin Photo)

Chicago, IL. Rear-end interior view of CTA “L” car 5010. Photo taken during inaugural revenue run of 5000-series cars on the Howard-Dan Ryan line (April 19, 2010). (William Shapotkin Photo)

CA&E 604 and 427 in Wheaton.

CA&E 604 and 427 in Wheaton.

CA&E 405.

CA&E 405.

CA&E 56.

CA&E 56.

CA&E car 20 at the Fox River Trolley Museum in July 1987, with CTA 5001 and a 4000 in the background.

CA&E car 20 at the Fox River Trolley Museum in July 1987, with CTA 5001 and a 4000 in the background.

A CTA freight train is on the north side "L" in this undated photo, looking south. Electric freight service was the "L"s responsibility from 1920 to 1973, a holdover from the days when this was a Milwaukee Road line operating at ground level.

A CTA freight train is on the north side “L” in this undated photo, looking south. Electric freight service was the “L”s responsibility from 1920 to 1973, a holdover from the days when this was a Milwaukee Road line operating at ground level.

CA&E 422.

CA&E 422.

The CA&E Wheaton Yard and Shops.

The CA&E Wheaton Yard and Shops.

"In the last days of the last streetcar line in Milwaukee, a Wells Street car trundels through downtown." This would have to be no later than 1958. A new modern streetcar line began operations in Milwaukee a few years ago. (A. C. Kalmbach Photo)

“In the last days of the last streetcar line in Milwaukee, a Wells Street car trundels through downtown.” This would have to be no later than 1958. A new modern streetcar line began operations in Milwaukee a few years ago. (A. C. Kalmbach Photo)

CA&E 430.

CA&E 430.

I did the best I could with this image, which was completely faded to red. It shows Illinois Terminal 451 being used in regular service on the Shaker Heights Rapid Transit line in October 1976, due to a car shortage. (Jim Walker Photo)

I did the best I could with this image, which was completely faded to red. It shows Illinois Terminal 451 being used in regular service on the Shaker Heights Rapid Transit line in October 1976, due to a car shortage. (Jim Walker Photo)

Cleveland RTA PCC 75 is at East 83rd Street on the Shaker Heights Rapid Transit line on May 30, 1976.

Cleveland RTA PCC 75 is at East 83rd Street on the Shaker Heights Rapid Transit line on May 30, 1976.

SEPTA 6139-6140 (ex-CTA) at the Norristown terminal on March 10, 1987. Until 1951, there was a ramp continuing north from here, leading to street trackage used by the Lehigh Valley Transit's Liberty Bell interurban, which continued to Allentown. This terminal has since been replaced.

SEPTA 6139-6140 (ex-CTA) at the Norristown terminal on March 10, 1987. Until 1951, there was a ramp continuing north from here, leading to street trackage used by the Lehigh Valley Transit’s Liberty Bell interurban, which continued to Allentown. This terminal has since been replaced.

This is one of the North Shore Line stations designed by Arthur U. Gerber. But which one? My guess is Kenosha. The original slide, from November 1987, was so underexposed that it almost looked opaque, but I did what I could with it.

This is one of the North Shore Line stations designed by Arthur U. Gerber. But which one? My guess is Kenosha. The original slide, from November 1987, was so underexposed that it almost looked opaque, but I did what I could with it.

This picture shows the Lake Street "L" at Laramie Avenue (5200 W.) in a state of transition on October 22, 1962-- just six days before service west of here was moved to the nearby Chicago & North Western embankment. This two-car train of 4000s (4383-4384) is descending the ramp to ground level, but as you can see, the connection to the embankment is already in place to the left (north). It appears that a section of the ramp was modified when the new track connection was made, as you can see the tracks leading down to ground level bump out a bit to the south. Once the new arrangement was placed in service, the ramp leading to ground level was removed, and the trolley poles were taken off the 4000s used on Lake. They were replaced by new 2000-series cars in 1964.

This picture shows the Lake Street “L” at Laramie Avenue (5200 W.) in a state of transition on October 22, 1962– just six days before service west of here was moved to the nearby Chicago & North Western embankment. This two-car train of 4000s (4383-4384) is descending the ramp to ground level, but as you can see, the connection to the embankment is already in place to the left (north). It appears that a section of the ramp was modified when the new track connection was made, as you can see the tracks leading down to ground level bump out a bit to the south. Once the new arrangement was placed in service, the ramp leading to ground level was removed, and the trolley poles were taken off the 4000s used on Lake. They were replaced by new 2000-series cars in 1964.

CSL trolley bus 87 is on Central Avenue near Lake Street on June 7, 1930. These are probably CSL officials, since trolley bus service on Route 85 - Central began the next day, replacing a Chicago Motor Coach route. CSL had begun trolley bus service on Diversey Avenue on April 17, 1930, which explains why this chartered bus was signed for Route 76. Diversey lost its trolley buses in 1955. CSL chose trolley buses for some northwest side routes as they were in competition with the Chicago Motor Coach company to extend service there. It was quicker (and cheaper) for CSL to institute service with electric buses, with the intention (never realized) to convert them to streetcar lines once ridership justified it. This was part of what CSL called "balanced" transit.

CSL trolley bus 87 is on Central Avenue near Lake Street on June 7, 1930. These are probably CSL officials, since trolley bus service on Route 85 – Central began the next day, replacing a Chicago Motor Coach route. CSL had begun trolley bus service on Diversey Avenue on April 17, 1930, which explains why this chartered bus was signed for Route 76. Diversey lost its trolley buses in 1955. CSL chose trolley buses for some northwest side routes as they were in competition with the Chicago Motor Coach company to extend service there. It was quicker (and cheaper) for CSL to institute service with electric buses, with the intention (never realized) to convert them to streetcar lines once ridership justified it. This was part of what CSL called “balanced” transit.

Milwaukee streetcar 998 in the 1950s.

Milwaukee streetcar 998 in the 1950s.

CTA buses 5076 and 5300 at the Imlay loop, at Milwaukee and Devon.

CTA buses 5076 and 5300 at the Imlay loop, at Milwaukee and Devon.

CTA buses 5253 and 5218 at the Imlay loop.

CTA buses 5253 and 5218 at the Imlay loop.

CTA buses 5143 and 5300 at the Imlay loop, which is still in use today.

CTA buses 5143 and 5300 at the Imlay loop, which is still in use today.

CA&E cars 600 and 702.

CA&E cars 600 and 702.

We are looking to the west/northwest along the Kennedy expressway at Canfield. An inbound CTA Blue Line train approaches the Harlem Avenue station (located behind the photographer). This picture was taken around October 2019.

We are looking to the west/northwest along the Kennedy expressway at Canfield. An inbound CTA Blue Line train approaches the Harlem Avenue station (located behind the photographer). This picture was taken around October 2019.

CTA trolley bus 9657 on Route 53 - Pulaski. Daniel Joseph: "Location is Pulaski/Peterson Terminal."

CTA trolley bus 9657 on Route 53 – Pulaski. Daniel Joseph: “Location is Pulaski/Peterson Terminal.”

Illinois Terminal sleeping car 504, the "Peoria," at the Illinois Railway Museum in May 1977. It was built by American Car and Foundry in 1910.

Illinois Terminal sleeping car 504, the “Peoria,” at the Illinois Railway Museum in May 1977. It was built by American Car and Foundry in 1910.

CA&E car 303.

CA&E car 303.

I am not sure just which CA&E wood car this is, at the Wheaton yards. I stitched together two versions of this slide, both badly faded to red, and attempted to restore the colors.

I am not sure just which CA&E wood car this is, at the Wheaton yards. I stitched together two versions of this slide, both badly faded to red, and attempted to restore the colors.

CA&E 406 at Elgin.

CA&E 406 at Elgin.

CTA 3163 on the ground level portion of the Lake Street "L" in Oak Park on April 27, 1952.

CTA 3163 on the ground level portion of the Lake Street “L” in Oak Park on April 27, 1952.

CA&E 424 and train at the Elgin terminal in August 1953.

CA&E 424 and train at the Elgin terminal in August 1953.

CA&E 428 at the terminal in Elgin on August 10, 1956.

CA&E 428 at the terminal in Elgin on August 10, 1956.

CTA 5436 at 79th and Perry in March 1950.

CTA 5436 at 79th and Perry in March 1950.

CTA 3232 on Route 67. M.E. adds, "This photo was likely taken at 69th and Western. This is an eastbound car making the turn from going north on Western to going east on 69th. After the 69th St. line was converted to buses, the CTA kept the tracks in operation so that PCC cars running along Western could access the barn at Vincennes and 77th."

CTA 3232 on Route 67. M.E. adds, “This photo was likely taken at 69th and Western. This is an eastbound car making the turn from going north on Western to going east on 69th. After the 69th St. line was converted to buses, the CTA kept the tracks in operation so that PCC cars running along Western could access the barn at Vincennes and 77th.”

CTA 3254 at 71st and California on February 3, 1953.

CTA 3254 at 71st and California on February 3, 1953.

CTA 3318 at 71st and California on May 28, 1950.

CTA 3318 at 71st and California on May 28, 1950.

CTA 422 on Kedzie at 47th on May 13, 1954. It would appear this one of one a few locations where there was wire shared by streetcars and trolley buses. M.E. adds, "There was no trolley bus service along Kedzie, so the only explanation for the trolley bus here is that it was going either to or from the trolley bus barn. I don't know precisely where that barn was, but judging by the picture, it had to be somewhere along Kedzie between 47th and 51st Sts., which had the only two trolley bus lines on the south side." John V.: "CTA 422 on Kedzie: Trolley buses for routes 47 & 51 utilized Archer Car Station for storage, accessed via Kedzie north of 47th Street. Kedzie itself changed over to trolley buses in 1955."

CTA 422 on Kedzie at 47th on May 13, 1954. It would appear this one of one a few locations where there was wire shared by streetcars and trolley buses. M.E. adds, “There was no trolley bus service along Kedzie, so the only explanation for the trolley bus here is that it was going either to or from the trolley bus barn. I don’t know precisely where that barn was, but judging by the picture, it had to be somewhere along Kedzie between 47th and 51st Sts., which had the only two trolley bus lines on the south side.” John V.: “CTA 422 on Kedzie: Trolley buses for routes 47 & 51 utilized Archer Car Station for storage, accessed via Kedzie north of 47th Street. Kedzie itself changed over to trolley buses in 1955.”

CTA trolley bus 9289 at the turnaround loop at Belmont and Cumberland.

CTA trolley bus 9289 at the turnaround loop at Belmont and Cumberland.

The same location today.

The same location today.

CTA trolley bus 9504 on Route 53 - Pulaski in 1970. Mike Charnota Photo)

CTA trolley bus 9504 on Route 53 – Pulaski in 1970. Mike Charnota Photo)

We are looking east along Randolph Street on October 16, 1958. We see the old Trailways bus depot, and what was then the newly remodeled CTA "L" station, which was replaced a few years ago by a new station a block south and Washington and Wabash. I am not sure whether the giant CTA logo was saved off the old station.

We are looking east along Randolph Street on October 16, 1958. We see the old Trailways bus depot, and what was then the newly remodeled CTA “L” station, which was replaced a few years ago by a new station a block south and Washington and Wabash. I am not sure whether the giant CTA logo was saved off the old station.

This is an Ashland Car Works duplicate slide, sold by the late Jack Bailey. This is a North Shore Line train in one of the northern suburbs, running on the Shore Line Route, parallel to the Chicago & North Western (which would be just to the right of the frame). Which means we are looking to the south. KV writes that this "appears to be St. Johns Avenue in Highland Park."

This is an Ashland Car Works duplicate slide, sold by the late Jack Bailey. This is a North Shore Line train in one of the northern suburbs, running on the Shore Line Route, parallel to the Chicago & North Western (which would be just to the right of the frame). Which means we are looking to the south. KV writes that this “appears to be St. Johns Avenue in Highland Park.”

Blue Island, IL on September 6, 2001. This two-car section of the Blue Island (Vermont Street) Metra (IC) Electric station platform is all that's left of the original 1926 station. The head house and remainder of the platform have been demolished and a new facility is under construction. The view looks N-NE across the west pocket track.

Blue Island, IL on September 6, 2001. This two-car section of the Blue Island (Vermont Street) Metra (IC) Electric station platform is all that’s left of the original 1926 station. The head house and remainder of the platform have been demolished and a new facility is under construction. The view looks N-NE across the west pocket track.

Near the Armitage CTA "L" station in April 1968.

Near the Armitage CTA “L” station in April 1968.

A Chicago Great Western "piggyback" freight train on Baltimore & Ohio Chicago Terminal tracks on September 13, 1965. The CGW was abandoned in the 1970s. We are looking west from Harlem Avenue in Forest Park, IL, with the CTA Congress rapid transit station at right (part of today's Blue Line). Note how the fiberglass panels on the ramp are arranged in a colorful pattern. Some years later, many of these were removed after some riders were robbed in these secluded walkways. (Dick Talbott Photo)

A Chicago Great Western “piggyback” freight train on Baltimore & Ohio Chicago Terminal tracks on September 13, 1965. The CGW was abandoned in the 1970s. We are looking west from Harlem Avenue in Forest Park, IL, with the CTA Congress rapid transit station at right (part of today’s Blue Line). Note how the fiberglass panels on the ramp are arranged in a colorful pattern. Some years later, many of these were removed after some riders were robbed in these secluded walkways. (Dick Talbott Photo)

South Shore Line car 16 in July 1977.

South Shore Line car 16 in July 1977.

A southbound North Shore Line Electroliner at Lake Bluff. (A. C. Kalmbach Photo)

A southbound North Shore Line Electroliner at Lake Bluff. (A. C. Kalmbach Photo)

This was taken on a Central Electric Railfans' Association fantrip on the Metra Electric around May 1990. The South Shore Line also runs on these tracks somewhere on Chicago's south side.

This was taken on a Central Electric Railfans’ Association fantrip on the Metra Electric around May 1990. The South Shore Line also runs on these tracks somewhere on Chicago’s south side.

South Shore Line 10 in December 1983. (Gregory Markey Photo)

South Shore Line 10 in December 1983. (Gregory Markey Photo)

CA&E 309 at the Wheaton Shops.

CA&E 309 at the Wheaton Shops.

CTA PCC 7171 heads south on State Street at Wacker Drive, most likely on Route 36. The CTA "L" station at State and Lake Streets is a block away, with Fritzel's restaurant and the Chicago Theater visible. This picture dates to the mid-1950s.

CTA PCC 7171 heads south on State Street at Wacker Drive, most likely on Route 36. The CTA “L” station at State and Lake Streets is a block away, with Fritzel’s restaurant and the Chicago Theater visible. This picture dates to the mid-1950s.

A train of Met cars on the Garfield Park "L". (John J. Kelly, Jr. Photo)

A train of Met cars on the Garfield Park “L”. (John J. Kelly, Jr. Photo)

CTA 4053-4336 on the Lake Street "L" in Oak Park on October 19, 1952.

CTA 4053-4336 on the Lake Street “L” in Oak Park on October 19, 1952.

CSL 5222 on Halsted at 79th Street, apparently in the late 1920s. The Capitol Theater was located at 7941 S. Halsted and opened in 1925. The view looks south. M.E. notes: "In this photo you see tracks switching between Halsted and 79th St. These switches took Halsted cars east on 79th St. to Vincennes, then north to 77th St. to the big CSL barn. Those tracks could also have led to Emerald Ave. (a half block east of Halsted), where the Halsted cars turned south, then west into the terminal at roughly 79th Place between Emerald and Halsted. From the picture, I can't determine whether that terminal existed in the 1920s. Halsted cars could have also used the barn farther south at 88th and Vincennes, which had been the barn for the interurban line that ran from Kankakee to the L at 63rd Place and Halsted." "I don't know when the barn at 103rd and Vincennes (also on the Halsted route) opened, but even had it existed in the 1920s, there would not have been a track connection between the Halsted cars running on a private right-of-way east of Vincennes, and the barn on the southwest corner of 103rd and Vincennes. I say this with certainty because, at the intersection of 103rd St., Vincennes Ave. and Beverly Blvd. (which came in from the northwest), there was also the freight line of the Pennsylvania Railroad that ran alongside Beverly Blvd. and crossed both the CSL Vincennes line and the Rock Island main line. So there would not have been any room to run streetcar trackage to the barn! Plus, I believe the 103rd St. barn was strictly a bus barn. But the junction of 103rd and Vincennes, the center of the neighborhood called Washington Heights, would have been a great railfanning location, with Rock Island mainline and commuter trains, CSL Vincennes streetcars, and the Pennsy freights."

CSL 5222 on Halsted at 79th Street, apparently in the late 1920s. The Capitol Theater was located at 7941 S. Halsted and opened in 1925. The view looks south. M.E. notes: “In this photo you see tracks switching between Halsted and 79th St. These switches took Halsted cars east on 79th St. to Vincennes, then north to 77th St. to the big CSL barn. Those tracks could also have led to Emerald Ave. (a half block east of Halsted), where the Halsted cars turned south, then west into the terminal at roughly 79th Place between Emerald and Halsted. From the picture, I can’t determine whether that terminal existed in the 1920s. Halsted cars could have also used the barn farther south at 88th and Vincennes, which had been the barn for the interurban line that ran from Kankakee to the L at 63rd Place and Halsted.”
“I don’t know when the barn at 103rd and Vincennes (also on the Halsted route) opened, but even had it existed in the 1920s, there would not have been a track connection between the Halsted cars running on a private right-of-way east of Vincennes, and the barn on the southwest corner of 103rd and Vincennes. I say this with certainty because, at the intersection of 103rd St., Vincennes Ave. and Beverly Blvd. (which came in from the northwest), there was also the freight line of the Pennsylvania Railroad that ran alongside Beverly Blvd. and crossed both the CSL Vincennes line and the Rock Island main line. So there would not have been any room to run streetcar trackage to the barn! Plus, I believe the 103rd St. barn was strictly a bus barn. But the junction of 103rd and Vincennes, the center of the neighborhood called Washington Heights, would have been a great railfanning location, with Rock Island mainline and commuter trains, CSL Vincennes streetcars, and the Pennsy freights.”

Our Latest Book, Now Available:

Chicago’s Lost “L”s

From the back cover:

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

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

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

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

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

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

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NEW DVD:

A Tribute to the North Shore Line

To commemorate the 50th anniversary of the demise of the fabled North Shore Line interurban in January 2013, Jeffrey L. Wien and Bradley Criss made a very thorough and professional video presentation, covering the entire route between Chicago and Milwaukee and then some. Sadly, both men are gone now, but their work remains, making this video a tribute to them, as much as it is a tribute to the Chicago North Shore & Milwaukee.

Jeff drew on his own vast collections of movie films, both his own and others such as the late William C. Hoffman, wrote and gave the narration. Bradley acted as video editor, and added authentic sound effects from archival recordings of the North Shore Line.

It was always Jeff’s intention to make this video available to the public, but unfortunately, this did not happen in his lifetime. Now, as the caretakers of Jeff’s railfan legacy, we are proud to offer this excellent two-hour program to you for the first time.  The result is a fitting tribute to what Jeff called his “Perpetual Adoration,” which was the name of a stop on the interurban.

Jeff was a wholehearted supporter of our activities, and the proceeds from the sale of this disc will help defray some of the expenses of keeping the Trolley Dodger web site going.

Total time – 121:22

# of Discs – 1
Price: $19.99 (Includes shipping within the United States)

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Loose Ends

CTA 7156 heads south on Broadway at Lawrence in Uptown on February 15, 1957, the last day of streetcar service on Broadway. The film Giant, starring James Dean, Rock Hudson, and Elizabeth Taylor, opened in the US on November 24, 1956, and was playing at the Uptown. You can see the Green Mill lounge a bit south of the Uptown. The Riviera Theater would be just out of view to the left here. A version of this image, taken from a duplicate slide, appears on page 244 of B-146, mistakenly credited to Charles L. Tauscher. (Robert Heinlein Photo)

CTA 7156 heads south on Broadway at Lawrence in Uptown on February 15, 1957, the last day of streetcar service on Broadway. The film Giant, starring James Dean, Rock Hudson, and Elizabeth Taylor, opened in the US on November 24, 1956, and was playing at the Uptown. You can see the Green Mill lounge a bit south of the Uptown. The Riviera Theater would be just out of view to the left here. A version of this image, taken from a duplicate slide, appears on page 244 of B-146, mistakenly credited to Charles L. Tauscher. (Robert Heinlein Photo)

Life is full of loose ends, and so is this post.  Let’s see if we can tie a few up.

Most of what you see in this post is a tribute to Robert Heinlein and the late Jeffrey L. Wien.  I spent a lot of time working on these images, because I wanted to give these gentlemen a 100% effort.

There were several slides that I scanned last year for Jeff, that I had not yet had a chance to work over in Photoshop at the time of his passing on January 6th. These were 35mm color slides he had purchased on eBay, to fill in holes in his collection. In his later years, he took great pleasure in buying images that he had not been able to take himself.

Jeff had told me on a number of occasions that I was free to post anything here from his vast collection. So I am sure he would not mind that I share these with you now, after I made them look better. In fact, I think he would be glad I followed through on this. Perhaps the best tribute I can give my friend is to continue the work of historic preservation, which meant so much to him.

Publication of CERA Bulletin 146, Chicago Streetcar Pictorial: The PCC Car Era, 1936-1958 in 2015 inadvertently created another loose end. Jeff had some duplicate slides he had acquired in 1959, several of which were used in the book. He was certain that these were pictures taken by Charles Tauscher, and this included the photo on the book’s front cover, showing a Clark-Wentworth PCC passing by Wrigley Field.

While we were working on the book, Jeff bought Tauscher’s photo collection, and was disappointed when the originals of these slides did not turn up there (although many other excellent slides did– Tauscher was a great photographer in his own right).

After the book came out, we found out the duplicate slides in question had actually been shot by Bob Heinlein. In 2016, Bob loaned us his original red border Kodachrome slides, so we could set the historical record straight. Now you can see them too, and we can finally give credit where credit is due. It seems an even dozen of these were used in B-146, but the ones that weren’t are every bit as good.

The 24 pictures of Bob’s that are here were all taken between October 1956 and September 1957, and nearly all on the north side of Chicago. By then, the only remaining streetcar lines in the city were Clark-Wentworth and Broadway. Western was replaced by buses a few months before Bob started taking these pictures.

Broadway had been de-coupled from its southerly half (State) in December 1955. Clark and Broadway shared a car barn (Devon) and a portion of their route south of Diversey, so their fates were tied together. By the end of 1957, there were no more north side streetcars, and the last remaining line (Wentworth) only made it until June 21, 1958, when 7213 became the last Chicago streetcar.

In our last post, we featured an extensive article about the Metropolitan West Side Elevated from an 1895 issue of Leslie’s Weekly. After I purchased the magazine, it took 35 days for it to show up. It spent some time, no doubt, buried in a USPS distribution center in December, probably at the bottom of the pile.

Because of the delay, the seller graciously offered to send me an 1894 Leslie’s with another article about the Chicago elevated. He did, but it turns out the article is not about the “L”, but actually details the start of the grade separation movement of steam railroads in the Chicago area, which is another subject I am interested in. You can read it here, from the September 20, 1894 issue of Leslie’s Weekly.

In addition, we have some new recent photo finds of our own. One of these was also a “loose end.” I recently received the negative of CTA streetcar 1743 downtown. I didn’t recall buying this recently. Then, I looked at the postmark on the envelope– June 15, 2020! Turns out I did buy this, and had forgotten all about it. Chances are, the envelope was put into the wrong PO Box by mistake, and whoever owns that box doesn’t regularly check their mail. But all’s well that ends well.

There are a couple of pictures from the collections of John Smatlak. We thank him for sharing these with our readers.

We are grateful for all our contributors. Keep those cards and letters coming in, folks!

-David Sadowski

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 $705 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.

Robert Heinlein’s Chicago PCCs:

Wouldn't you just know it? Without even realizing it I am sure, someone walked right into Bob Heinlein's shot in this September 1957 view of CTA PCC 4390 (which would end up being one of the last cars used in June 1958). What to do, but wait for another car to come along, and take another picture (see Heinlein008).

Wouldn’t you just know it? Without even realizing it I am sure, someone walked right into Bob Heinlein’s shot in this September 1957 view of CTA PCC 4390 (which would end up being one of the last cars used in June 1958). What to do, but wait for another car to come along, and take another picture (see Heinlein008).

Although signed for the south portion of Route 36, which was replaced by buses in December 1955, PCC 4406 is actually on Clark and 16th Streets. Since 4406 was used (along with red car 225) on a fantrip on October 21, 1956, my guess is this picture was taken on that day. It was common practice to put incorrect signs up on trips, although on most of the pictures I have seen from that trip, it says "Chartered." (Robert Heinlein Photo)

Although signed for the south portion of Route 36, which was replaced by buses in December 1955, PCC 4406 is actually on Clark and 16th Streets. Since 4406 was used (along with red car 225) on a fantrip on October 21, 1956, my guess is this picture was taken on that day. It was common practice to put incorrect signs up on trips, although on most of the pictures I have seen from that trip, it says “Chartered.” (Robert Heinlein Photo)

In September 1957, CTA 7160 passes by the Rainbo building at left, located in the 4800 block of north Clark Street. A skating rink opened there that year. To the right, you see St. Boniface Catholic Cemetery. We are looking north. A version of this image, taken from a duplicate slide, appears on page 162 of B-146, where it was incorrectly credited to Charles L. Tauscher. (Robert Heinlein Photo)

In September 1957, CTA 7160 passes by the Rainbo building at left, located in the 4800 block of north Clark Street. A skating rink opened there that year. To the right, you see St. Boniface Catholic Cemetery. We are looking north. A version of this image, taken from a duplicate slide, appears on page 162 of B-146, where it was incorrectly credited to Charles L. Tauscher. (Robert Heinlein Photo)

CTA 7211, still in its original paint scheme, heads south at Clark Street and Irving Park Road in September 1957, near the entrance to Graceland Cemetery. A version of this image, taken from a duplicate slide, appears on page 164 of B-146, where it was incorrectly attributed to Charles L. Tauscher. (Robert Heinlein Photo)

CTA 7211, still in its original paint scheme, heads south at Clark Street and Irving Park Road in September 1957, near the entrance to Graceland Cemetery. A version of this image, taken from a duplicate slide, appears on page 164 of B-146, where it was incorrectly attributed to Charles L. Tauscher. (Robert Heinlein Photo)

CTA 7149, signed for Clark and Schreiber (Devon Station). Note that the route number is 22 with a red slash through it. (Robert Heinlein Photo)

CTA 7149, signed for Clark and Schreiber (Devon Station). Note that the route number is 22 with a red slash through it. (Robert Heinlein Photo)

CTA 7222 by Wrigley Field (Clark and Addison) in July 1957. This picture appears twice in CERA B-146, on the cover and on pages 134 and 167, taken from a duplicate slide. On page 167, it is incorrectly attributed to Charles L. Tauscher. This is the original Red Border Kodachrome. (Robert Heinlein Photo)

CTA 7222 by Wrigley Field (Clark and Addison) in July 1957. This picture appears twice in CERA B-146, on the cover and on pages 134 and 167, taken from a duplicate slide. On page 167, it is incorrectly attributed to Charles L. Tauscher. This is the original Red Border Kodachrome. (Robert Heinlein Photo)

CTA 7164 is northbound on Clark at Addison in July 1957, crossing the Milwaukee Road tracks near Wrigley Field. A version of this photo, taken from a duplicate slide, appears on page 166 of B-146, incorrectly attributed to Charles L. Tauscher. (Robert Heinlein Photo)

CTA 7164 is northbound on Clark at Addison in July 1957, crossing the Milwaukee Road tracks near Wrigley Field. A version of this photo, taken from a duplicate slide, appears on page 166 of B-146, incorrectly attributed to Charles L. Tauscher. (Robert Heinlein Photo)

In September 1957, CTA PCCs 7220 and 7211 pass each other on Clark Street at Delaware near the Newberry Library and Washington Square Park, also known locally as "Bughouse Square." A version of this image, taken from a duplicate slide, appears on page 181 of B-146, mistakenly attributed to Charles L. Tauscher. (Robert Heinlein Photo)

In September 1957, CTA PCCs 7220 and 7211 pass each other on Clark Street at Delaware near the Newberry Library and Washington Square Park, also known locally as “Bughouse Square.” A version of this image, taken from a duplicate slide, appears on page 181 of B-146, mistakenly attributed to Charles L. Tauscher. (Robert Heinlein Photo)

CTA 7200 is turning south from Devon onto Broadway in 1957. (Robert Heinlein Photo)

CTA 7200 is turning south from Devon onto Broadway in 1957. (Robert Heinlein Photo)

CTA 7190 heads south on State Street, crossing the Chicago River. Work on the new Chicago Sun-Times building is well underway. It opened in 1958. The following years, Field Enterprises bought the Daily News, and this building became its headquarters as well. It is now the site of the Trump International Hotel and Tower. (Robert Heinlein Photo)

CTA 7190 heads south on State Street, crossing the Chicago River. Work on the new Chicago Sun-Times building is well underway. It opened in 1958. The following years, Field Enterprises bought the Daily News, and this building became its headquarters as well. It is now the site of the Trump International Hotel and Tower. (Robert Heinlein Photo)

CTA 7178 heads south on Clark Street near Wrigley Field in September 1957. The Milwaukee Road railroad tracks running by the ballpark were used for freight and connected with the CTA "L" just north of Irving Park Road. A version of this image, taken from a duplicate slide, appears on page 166 of B-146, where it is incorrectly attributed to Charles L. Tauscher. (Robert Heinlein Photo)

CTA 7178 heads south on Clark Street near Wrigley Field in September 1957. The Milwaukee Road railroad tracks running by the ballpark were used for freight and connected with the CTA “L” just north of Irving Park Road. A version of this image, taken from a duplicate slide, appears on page 166 of B-146, where it is incorrectly attributed to Charles L. Tauscher. (Robert Heinlein Photo)

CTA 7190 at Clark and Seminary by Wrigley Field in July 1957. The "coke" advertised here wasn't Coca-Cola, but coal, used for heating homes and businesses then, but phased out soon afterwards. A version of this image, taken from a duplicate slide, appears on page 167 of B-146, incorrectly attributed to Charles L. Tauscher. (Robert Heinlein Photo)

CTA 7190 at Clark and Seminary by Wrigley Field in July 1957. The “coke” advertised here wasn’t Coca-Cola, but coal, used for heating homes and businesses then, but phased out soon afterwards. A version of this image, taken from a duplicate slide, appears on page 167 of B-146, incorrectly attributed to Charles L. Tauscher. (Robert Heinlein Photo)

CTA 7189 is southbound on Clark Street just south of Irving Park Road in July 1957. The Wunders Cemetery is at right. A version of this image, taken from a duplicate slide, appears on page 165 of B-146, where it is incorrectly attributed to Charles L. Tauscher. (Robert Heinlein Photo)

CTA 7189 is southbound on Clark Street just south of Irving Park Road in July 1957. The Wunders Cemetery is at right. A version of this image, taken from a duplicate slide, appears on page 165 of B-146, where it is incorrectly attributed to Charles L. Tauscher. (Robert Heinlein Photo)

CTA 7191 passing by Wrigley Field. (Robert Heinlein Photo)

CTA 7191 passing by Wrigley Field. (Robert Heinlein Photo)

CTA 7214 heads south on Route 22 - Clark-Wentworth. Since the Cubs were in the middle of a home stand, the date may very well have been September 4, 1957. The Cubbies would lose two of their three next games to the Cincinnati Redlegs ("Reds" was apparently too sensitive a name politically then) on their way to finishing the season with a record of 62 wins, 92 losses, and 2 ties. (Robert Heinlein Photo)

CTA 7214 heads south on Route 22 – Clark-Wentworth. Since the Cubs were in the middle of a home stand, the date may very well have been September 4, 1957. The Cubbies would lose two of their three next games to the Cincinnati Redlegs (“Reds” was apparently too sensitive a name politically then) on their way to finishing the season with a record of 62 wins, 92 losses, and 2 ties. (Robert Heinlein Photo)

CTA 7180 is southbound on Clark Street, passing by the coal company that was once located next to Wrigley Field. You get a good view of the Milwaukee Road freight tracks, since abandoned, that headed north of here. This was once part of a line that offered commuter rail service on the north side. The portion north of Wilson Avenue was taken over by the "L" in the early 1900s. Originally known as the Evanston Extension, it was gradually elevated as well. (Robert Heinlein Photo)

CTA 7180 is southbound on Clark Street, passing by the coal company that was once located next to Wrigley Field. You get a good view of the Milwaukee Road freight tracks, since abandoned, that headed north of here. This was once part of a line that offered commuter rail service on the north side. The portion north of Wilson Avenue was taken over by the “L” in the early 1900s. Originally known as the Evanston Extension, it was gradually elevated as well. (Robert Heinlein Photo)

CTA 7151 is southbound at Clark Street and Chicago Avenue, passing by what is now the former Cosmopolitan Bank Building, designed by the firm of Schmidt, Garden & Martin and built in 1920. The northern portion of the building was a 1930 addition, and was redone in 1995, in a style matching the original portion. (Robert Heinlein Photo)

CTA 7151 is southbound at Clark Street and Chicago Avenue, passing by what is now the former Cosmopolitan Bank Building, designed by the firm of Schmidt, Garden & Martin and built in 1920. The northern portion of the building was a 1930 addition, and was redone in 1995, in a style matching the original portion. (Robert Heinlein Photo)

CTA 7193 is northbound on Clark, just north of Ridge, at around 5961 N. Clark in July 1957. A version of this image, taken from a duplicate slide, was incorrectly credited to Charles L. Tauscher on page 158 of B-146. (Robert Heinlein Photo)

CTA 7193 is northbound on Clark, just north of Ridge, at around 5961 N. Clark in July 1957. A version of this image, taken from a duplicate slide, was incorrectly credited to Charles L. Tauscher on page 158 of B-146. (Robert Heinlein Photo)

CTA 7192 at Kinzie and Dearborn in 1957. (Robert Heinlein Photo)

CTA 7192 at Kinzie and Dearborn in 1957. (Robert Heinlein Photo)

I was curious about this car, shown in the previous photo, so I posted it to a Facebook group devoted to 1955-56 Packards and asked, "Is this a Packard?" Apparently, it is a 1956 Clipper, produced and sold by Packard. For that year and that year only, it was its own separate brand and not branded as a Packard. But I think you would be forgiven for calling it a 1956 Packard Clipper Constellation.

I was curious about this car, shown in the previous photo, so I posted it to a Facebook group devoted to 1955-56 Packards and asked, “Is this a Packard?” Apparently, it is a 1956 Clipper, produced and sold by Packard. For that year and that year only, it was its own separate brand and not branded as a Packard. But I think you would be forgiven for calling it a 1956 Packard Clipper Constellation.

The 1956 Clipper Constellation, made by Packard. From what I have read, there may only be one place, somewhere on the trunk, that identifies this as a Packard. They tried to make it a brand of its own, just for this one year. Packard merged with Studebaker, and the final two years of Packards (1957-58) were rebranded Studebakers. 1956 was the last year that Packard built its own cars.

The 1956 Clipper Constellation, made by Packard. From what I have read, there may only be one place, somewhere on the trunk, that identifies this as a Packard. They tried to make it a brand of its own, just for this one year. Packard merged with Studebaker, and the final two years of Packards (1957-58) were rebranded Studebakers. 1956 was the last year that Packard built its own cars.

CTA 7138 at Schreiber and Ravenswood, near Devon Station. (Robert Heinlein Photo)

CTA 7138 at Schreiber and Ravenswood, near Devon Station. (Robert Heinlein Photo)

CTA 7171 is northbound on Clark Street, passing Wrigley Field. (Robert Heinlein Photo)

CTA 7171 is northbound on Clark Street, passing Wrigley Field. (Robert Heinlein Photo)

CTA 7162 is southbound on Clark Street at LaSalle Drive in September 1957. A version of this photo, taken from a duplicate slide, appears on page 177 of B-146, mistakenly credited to Charles L. Tauscher. (Robert Heinlein Photo)

CTA 7162 is southbound on Clark Street at LaSalle Drive in September 1957. A version of this photo, taken from a duplicate slide, appears on page 177 of B-146, mistakenly credited to Charles L. Tauscher. (Robert Heinlein Photo)

CTA 7163 is southbound at Clark, Halsted, and Barry in July 1957. A version of this photo, taken from a duplicate slide, appears on page 170 of B-146, mistakenly credited to Charles L. Tauscher. (Robert Heinlein Photo)

CTA 7163 is southbound at Clark, Halsted, and Barry in July 1957. A version of this photo, taken from a duplicate slide, appears on page 170 of B-146, mistakenly credited to Charles L. Tauscher. (Robert Heinlein Photo)

From the Wien-Criss Archive:

The North Shore Line's Libertyville station on the Mundelein branch in January 1963. (Wien-Criss Archive)

The North Shore Line’s Libertyville station on the Mundelein branch in January 1963. (Wien-Criss Archive)

NJ Transit car 6 on the Newark City Subway in July 1975. After the PCCs were replaced in 2001, this car went to the Rockhill Trolley Museum. Sister car #4 (ex-Twin Cities Rapid Transit) is now at the Illinois Railway Museum. (Wien-Criss Archive)

NJ Transit car 6 on the Newark City Subway in July 1975. After the PCCs were replaced in 2001, this car went to the Rockhill Trolley Museum. Sister car #4 (ex-Twin Cities Rapid Transit) is now at the Illinois Railway Museum. (Wien-Criss Archive)

CTA 2554 on a westbound Douglas-Milwaukee B-train between Jefferson Park and Montrose on August 17, 1978. (Wien-Criss Archive)

CTA 2554 on a westbound Douglas-Milwaukee B-train between Jefferson Park and Montrose on August 17, 1978. (Wien-Criss Archive)

Chicago North Shore & Milwaukee 764 heads up a train at North Chicago Junction on January 16, 1960. (William D. Volkmer Photo, Wien-Criss Archive)

Chicago North Shore & Milwaukee 764 heads up a train at North Chicago Junction on January 16, 1960. (William D. Volkmer Photo, Wien-Criss Archive)

This is the "before" version of the following slide, the raw scan prior to my working it over in Photoshop.

This is the “before” version of the following slide, the raw scan prior to my working it over in Photoshop.

A North Shore Line employee's shanty at the Milwaukee Terminal on June 17, 1962. "Cream City" is a nickname for Milwaukee. I believe a fantrip was held on that day, which helps explain the photographer at left. (Wien-Criss Archive)

A North Shore Line employee’s shanty at the Milwaukee Terminal on June 17, 1962. “Cream City” is a nickname for Milwaukee. I believe a fantrip was held on that day, which helps explain the photographer at left. (Wien-Criss Archive)

The North Shore Line's Woodridge station in August 1962. This was one of several 1920s-era stations designed in "Insull Spanish." Only two such stations exist today, one of which is Beverly Shores on the South Shore Line. The Woodridge station was demolished after the North Shore Line shut down in 1963. (Wien-Criss Archive)

The North Shore Line’s Woodridge station in August 1962. This was one of several 1920s-era stations designed in “Insull Spanish.” Only two such stations exist today, one of which is Beverly Shores on the South Shore Line. The Woodridge station was demolished after the North Shore Line shut down in 1963. (Wien-Criss Archive)

North Shore Line 714 heads up a northbound train at Loyola on July 13, 1955. Car 714 is now at the Illinois Railway Museum. (Wien-Criss Archive)

North Shore Line 714 heads up a northbound train at Loyola on July 13, 1955. Car 714 is now at the Illinois Railway Museum. (Wien-Criss Archive)

A North Shore Line train on the Shore Line Route is southbound in Winnetka in September 1954. This section was grade-separated in 1940, along with the adjacent Chicago & North Western tracks, following a series of pedestrian accidents. Harold L. Ickes, Secretary of the Interior under President Franklin D. Roosevelt, approved Federal aid that paid for part of this work, in a similar fashion to Chicago's Initial System of Subways. Ickes had lived in the area for many years. The train is moving towards the photographer, and the front is blurred due to the shutter speed that had to be used, in the days when Kodachrome was ISO 10. (Wien-Criss Archive)

A North Shore Line train on the Shore Line Route is southbound in Winnetka in September 1954. This section was grade-separated in 1940, along with the adjacent Chicago & North Western tracks, following a series of pedestrian accidents. Harold L. Ickes, Secretary of the Interior under President Franklin D. Roosevelt, approved Federal aid that paid for part of this work, in a similar fashion to Chicago’s Initial System of Subways. Ickes had lived in the area for many years. The train is moving towards the photographer, and the front is blurred due to the shutter speed that had to be used, in the days when Kodachrome was ISO 10. (Wien-Criss Archive)

One of the two Electroliners crosses the North Shore Channel on October 21, 1950. After the abandonment of the North Shore Line in 1963, this became part of the route of the CTA Skokie Swift, today's Yellow Line. This is near the border between Skokie and Evanston. (Wien-Criss Archive)

One of the two Electroliners crosses the North Shore Channel on October 21, 1950. After the abandonment of the North Shore Line in 1963, this became part of the route of the CTA Skokie Swift, today’s Yellow Line. This is near the border between Skokie and Evanston. (Wien-Criss Archive)

The entrance to the South Shore Line platforms at Randolph Street Station on August 4, 1974. This has since been completely modernized, and the neon sign is now at the Illinois Railway Museum. (Douglas N. Grotjahn Photo, Wien-Criss Archive)

The entrance to the South Shore Line platforms at Randolph Street Station on August 4, 1974. This has since been completely modernized, and the neon sign is now at the Illinois Railway Museum. (Douglas N. Grotjahn Photo, Wien-Criss Archive)

Chicago South Shore and South Bend 23 is at the head of a westbound train at Miller, Indiana on October 1, 1990. (Bill McCoy Photo, Wien-Criss Archive)

Chicago South Shore and South Bend 23 is at the head of a westbound train at Miller, Indiana on October 1, 1990. (Bill McCoy Photo, Wien-Criss Archive)

Although this picture was originally identified as Franklin Street, north of the Loop, it's actually at 8th Street, south of the Loop. The clue is the Big 4 Advertising carriers storefront, which was located at 26 E. 8th Street. Thanks to John Suhayda for pointing this out. The head North Shore Line car is 420, and this photo was taken by Robert F. Collins on June 2, 1960. (Wien-Criss Archive)

Although this picture was originally identified as Franklin Street, north of the Loop, it’s actually at 8th Street, south of the Loop. The clue is the Big 4 Advertising carriers storefront, which was located at 26 E. 8th Street. Thanks to John Suhayda for pointing this out. The head North Shore Line car is 420, and this photo was taken by Robert F. Collins on June 2, 1960. (Wien-Criss Archive)

North Shore Line 727 and 729 are northbound at Belmont on the CTA north side "L" on May 20, 1962. Don's Rail Photos: "727 was built by Cincinnati Car Co in 1926, #2890. It was modernized in 1939 and sold to Iowa Chapter, National Railway Historical Society in 1963. It became Iowa Terminal RR 102 in 1967 and acquired by Iowa Trolley Museum in 1987. It was restored to some extent as CNS&M 727 and apparently returned to Iowa Terminal RR." (Wien-Criss Archive) John Nicholson: "Off to the right behind the "L" structure Benty Hobby Supplies was still a going concern. I remember it still being in operation into the early 1980s right around the time I moved into the Lake View neighborhood. Now hobby shops are becoming as scarce as interurbans."

North Shore Line 727 and 729 are northbound at Belmont on the CTA north side “L” on May 20, 1962. Don’s Rail Photos: “727 was built by Cincinnati Car Co in 1926, #2890. It was modernized in 1939 and sold to Iowa Chapter, National Railway Historical Society in 1963. It became Iowa Terminal RR 102 in 1967 and acquired by Iowa Trolley Museum in 1987. It was restored to some extent as CNS&M 727 and apparently returned to Iowa Terminal RR.” (Wien-Criss Archive) John Nicholson: “Off to the right behind the “L” structure Benty Hobby Supplies was still a going concern. I remember it still being in operation into the early 1980s right around the time I moved into the Lake View neighborhood. Now hobby shops are becoming as scarce as interurbans.”

North Shore Line Silverliners 770, 738, and 767 just north of Wilson Avenue on June 2, 1962. This is probably a "substitute Liner," meaning they were temporarily taking the place of an Electroliner when one of that pair was being serviced. (Wien-Criss Archive) John Nicholson adds: "I noticed you referred to the three Silverliners pictured just north of Wilson (taken On Saturday, June 2, 1962) as a possible "substitute Electroliner." The latest ruling from the recently-departed Mr. Horaheck was that "substitute Electroliner" is incorrect. The correct term should be "equipment substituting for a shopped Electroliner." Since the train did not have No. 415 in the consist, it was probably just a three-car train of Silverliners."

North Shore Line Silverliners 770, 738, and 767 just north of Wilson Avenue on June 2, 1962. This is probably a “substitute Liner,” meaning they were temporarily taking the place of an Electroliner when one of that pair was being serviced. (Wien-Criss Archive) John Nicholson adds: “I noticed you referred to the three Silverliners pictured just north of Wilson (taken On Saturday, June 2, 1962) as a possible “substitute Electroliner.” The latest ruling from the recently-departed Mr. Horaheck was that “substitute Electroliner” is incorrect. The correct term should be “equipment substituting for a shopped Electroliner.” Since the train did not have No. 415 in the consist, it was probably just a three-car train of Silverliners.”

North Shore Line car 754 gets a bath at the Milwaukee Terminal on May 14, 1961. (Gordon E. Lloyd Photo, Wien-Criss Archive)

North Shore Line car 754 gets a bath at the Milwaukee Terminal on May 14, 1961. (Gordon E. Lloyd Photo, Wien-Criss Archive)

North Shore Line car 758 is at the rear of a northbound train at Dempster Street in Skokie in August 1962. This is now where the CTA Yellow Line ends, and the historic station building has been moved a short distance away, but has been restored. (Wien-Criss Archive)

North Shore Line car 758 is at the rear of a northbound train at Dempster Street in Skokie in August 1962. This is now where the CTA Yellow Line ends, and the historic station building has been moved a short distance away, but has been restored. (Wien-Criss Archive)

This Seabord Coast Line streamlined diesel train #4900 was built in 1936 by St. Louis Car Company, and was an obvious influence on the design of the North Shore Line Electroliners, built five years later, The 4900 was scrapped in 1971 after Amtrak took over intercity passenger rail service. It is shown here in August 1969 and was originally Seaboard Air Line 2028. Like the Electroliners, it was one of a pair. (Wien-Criss Archive)

This Seabord Coast Line streamlined diesel train #4900 was built in 1936 by St. Louis Car Company, and was an obvious influence on the design of the North Shore Line Electroliners, built five years later, The 4900 was scrapped in 1971 after Amtrak took over intercity passenger rail service. It is shown here in August 1969 and was originally Seaboard Air Line 2028. Like the Electroliners, it was one of a pair. (Wien-Criss Archive)

Pennsylvania Railroad steam train 612 at the Parkway overpass, Sea Girt, NJ, October 20, 1957. #612 was a K-4S (4-6-2) "Pacific" built in Juniata during 1917 and retired in April 1958. (Wien-Criss Archive)

Pennsylvania Railroad steam train 612 at the Parkway overpass, Sea Girt, NJ, October 20, 1957. #612 was a K-4S (4-6-2) “Pacific” built in Juniata during 1917 and retired in April 1958. (Wien-Criss Archive)

Atlantic City Brilliner 205 on December 28, 1955. From www.nycsubway.org: "The third electrified service in Atlantic City lasted longer than the others and it was a streetcar line that made its way from a place called The Inlet at the north end of Atlantic City and operated largely along the city's major thoroughfare, Atlantic Avenue, southward and through the communities of Ventnor, Margate and Longport. Owned and operated by the Atlantic City Transportation Company, this service was distinctive, during its final decade-and-a-half, in that its basic fleet of cars consisted in twenty-five streamlined Brilliners, the Philadelphia-based Brill Company's competitive answer to the PCC car. Other properties purchased small fleets of similar Brilliners, but only in Atlantic City did this unique car serve as the basic rolling stock of a transit system. Until the very end of streetcar service in December of 1955, the Brilliners were supplemented by a small number of conventional Hog Island cars." So, this picture was taken just off the Boardwalk at The Inlet, near Captain Starn's Restaurant and Yacht Bar, one of the most famous seafood eateries in America in the 1940s, 50s, and 60s. It opened in 1940 and closed in 1979. This was part of a complex offering sailboat rides, speedboats, a fish market, and sea lions. It was featured in the 1972 film The King of Marvin Gardens. (Wien-Criss Archive)

Atlantic City Brilliner 205 on December 28, 1955. From http://www.nycsubway.org: “The third electrified service in Atlantic City lasted longer than the others and it was a streetcar line that made its way from a place called The Inlet at the north end of Atlantic City and operated largely along the city’s major thoroughfare, Atlantic Avenue, southward and through the communities of Ventnor, Margate and Longport. Owned and operated by the Atlantic City Transportation Company, this service was distinctive, during its final decade-and-a-half, in that its basic fleet of cars consisted in twenty-five streamlined Brilliners, the Philadelphia-based Brill Company’s competitive answer to the PCC car. Other properties purchased small fleets of similar Brilliners, but only in Atlantic City did this unique car serve as the basic rolling stock of a transit system. Until the very end of streetcar service in December of 1955, the Brilliners were supplemented by a small number of conventional Hog Island cars.” So, this picture was taken just off the Boardwalk at The Inlet, near Captain Starn’s Restaurant and Yacht Bar, one of the most famous seafood eateries in America in the 1940s, 50s, and 60s. It opened in 1940 and closed in 1979. This was part of a complex offering sailboat rides, speedboats, a fish market, and sea lions. It was featured in the 1972 film The King of Marvin Gardens. (Wien-Criss Archive)

Here is a video, with some shots of the Atlantic City Brilliners (built 1938-39), with their distinctive “tavern” doors (starts at about 9:38):

Baltimore Transit Company Brilliner 7501 on the Eastern Avenue route. It was built on December 19, 1938. Jeff was actually in Baltimore on the last day of streetcar service on November 3, 1963. Light rail transit returned to the Baltimore area in 1992. (Wien-Criss Archive)

Baltimore Transit Company Brilliner 7501 on the Eastern Avenue route. It was built on December 19, 1938. Jeff was actually in Baltimore on the last day of streetcar service on November 3, 1963. Light rail transit returned to the Baltimore area in 1992. (Wien-Criss Archive)

Philadelphia Transportation Company Brilliner 2023 is north of Olney Avenue in May 1953, on a fantrip. Don's Rail Photos: "2023 was built by Brill Car Co in April 1939, #23763-006. It was scrapped in August 1956." Brill had been part of the group that developed the PCC car, but refused to pay patent royalties to other companies and dropped out, preferring to go their own way. It was a fatal mistake. By the time Brill introduced their PCC-lookalike, the Brilliner, in 1938, St. Louis Car Company had the PCC market sewed up, and Brill's was viewed as an inferior product in some ways. Hence, few were sold-- one to Philadelphia, one to Baltimore, 24 to Atlantic City, and 10 to Red Arrow. Brill made its last streetcar in 1941. (Wien-Criss Archive)

Philadelphia Transportation Company Brilliner 2023 is north of Olney Avenue in May 1953, on a fantrip. Don’s Rail Photos: “2023 was built by Brill Car Co in April 1939, #23763-006. It was scrapped in August 1956.” Brill had been part of the group that developed the PCC car, but refused to pay patent royalties to other companies and dropped out, preferring to go their own way. It was a fatal mistake. By the time Brill introduced their PCC-lookalike, the Brilliner, in 1938, St. Louis Car Company had the PCC market sewed up, and Brill’s was viewed as an inferior product in some ways. Hence, few were sold– one to Philadelphia, one to Baltimore, 24 to Atlantic City, and 10 to Red Arrow. Brill made its last streetcar in 1941. (Wien-Criss Archive)

Philadelphia Transportation Company 6213 was known as a Nearside Peter Witt car. Here is an explanation from http://www.ectma.org/nearside.html : "The 1500 Nearside Cars represented the largest single group of cars in Philadelphia until 1948. They were aquired in five orders between 1911 and 1913 and were numbered 6000 - 7499. As originally built they had only a single double door in the front and a conductor's booth immediately behind the motorman. A small rear door existed for emergency use only. Previous practice with double end cars was for the car to stop at the far side of intersections so passengers could board the rear platform where the conductor was stationed. The name "Nearside" derives from the fact that these new single end cars stopped for passengers at the near side of each intersection. The double door was arranged with the front leaves opening in for incoming passengers and the rear leaves opening out for exiting passengers. Between 1919 and 1921 to solve the "muzzle loading" problem, 1160 of the 1500 cars were equipped with center doors and the "Peter Witt" fare collection system with the conductor stationed in the middle of the car." 6213 is on Route 15 - Girard Avenue, which still has a streetcar line, which is currently on hiatus while its small fleet of PCC II cars are being rebuilt. This is from a "half frame" slide. Half frame had a brief fad in the 1950s as a way to double the number of pictures on a roll, but it also had half the film area of 35mm, and therefore wasn't as sharp. The slide mount gives the location as "Richmond Street near the Ship Yards." This would be on the eastern portion of the line. This type of streetcar was retired here in 1957. (Wien-Criss Archive)

Philadelphia Transportation Company 6213 was known as a Nearside Peter Witt car. Here is an explanation from http://www.ectma.org/nearside.html : “The 1500 Nearside Cars represented the largest single group of cars in Philadelphia until 1948. They were aquired in five orders between 1911 and 1913 and were numbered 6000 – 7499. As originally built they had only a single double door in the front and a conductor’s booth immediately behind the motorman. A small rear door existed for emergency use only. Previous practice with double end cars was for the car to stop at the far side of intersections so passengers could board the rear platform where the conductor was stationed. The name “Nearside” derives from the fact that these new single end cars stopped for passengers at the near side of each intersection. The double door was arranged with the front leaves opening in for incoming passengers and the rear leaves opening out for exiting passengers. Between 1919 and 1921 to solve the “muzzle loading” problem, 1160 of the 1500 cars were equipped with center doors and the “Peter Witt” fare collection system with the conductor stationed in the middle of the car.” 6213 is on Route 15 – Girard Avenue, which still has a streetcar line, which is currently on hiatus while its small fleet of PCC II cars are being rebuilt. This is from a “half frame” slide. Half frame had a brief fad in the 1950s as a way to double the number of pictures on a roll, but it also had half the film area of 35mm, and therefore wasn’t as sharp. The slide mount gives the location as “Richmond Street near the Ship Yards.” This would be on the eastern portion of the line. This type of streetcar was retired here in 1957. (Wien-Criss Archive)

Atlantic City Brilliner 218. The movie poster advertises Welcome Stranger, a film starring Bing Crosby, John Garfield, and Barry Fitzgerald, released in June 1947, which may help date this photo. (Wien-Criss Archive)

Atlantic City Brilliner 218. The movie poster advertises Welcome Stranger, a film starring Bing Crosby, John Garfield, and Barry Fitzgerald, released in June 1947, which may help date this photo. (Wien-Criss Archive)

Philadelphia Transportation Company Brilliner 2023 is on a charter trip at Chelten and Yorr Roads. There is a notation on this half-frame slide of "Route 52." The Brilliner was scrapped in August 1956, so this must be before then. (Wien-Criss Archive)

Philadelphia Transportation Company Brilliner 2023 is on a charter trip at Chelten and Yorr Roads. There is a notation on this half-frame slide of “Route 52.” The Brilliner was scrapped in August 1956, so this must be before then. (Wien-Criss Archive)

Recent Finds

FYI, someone has based a painting on a picture from my blog: "A dramatic art illustration of a CTA Rapid Transit train on the Logan Square line at Damen in 1970. Illustration ©2021 Glenn Galen" The original photo is from our post Thankful (November 24, 2020). If you are interested in purchasing prints of his work, go here.

FYI, someone has based a painting on a picture from my blog: “A dramatic art illustration of a CTA Rapid Transit train on the Logan Square line at Damen in 1970. Illustration ©2021 Glenn Galen” The original photo is from our post Thankful (November 24, 2020). If you are interested in purchasing prints of his work, go here.

This is a real photo postcard I recently bought. Chicago Surface Lines 6031 was built by Brill in July 1914. The State line was originally numbered 34 by CSL, for internal accounting purposes. When merged with Broadway in 1937, it became Route 36 - Broadway-State. Dewey, I think, was later renamed Schubert Avenue, and is a short street located at 2720 North. So Clark and Dewey would be just south of Diversey. I got rid of some of the scratches via Photoshop.

This is a real photo postcard I recently bought. Chicago Surface Lines 6031 was built by Brill in July 1914. The State line was originally numbered 34 by CSL, for internal accounting purposes. When merged with Broadway in 1937, it became Route 36 – Broadway-State. Dewey, I think, was later renamed Schubert Avenue, and is a short street located at 2720 North. So Clark and Dewey would be just south of Diversey. I got rid of some of the scratches via Photoshop.

A three car train of northbound CTA woods on the Evanston Express in August 1957, just a few short months before the last of the woods was retired from regular service. Since the train is using third rail, and there are four tracks, this is somewhere south of Evanston.

A three car train of northbound CTA woods on the Evanston Express in August 1957, just a few short months before the last of the woods was retired from regular service. Since the train is using third rail, and there are four tracks, this is somewhere south of Evanston.

I can read the sign on the right (Evanston Wilmette via L) but I wonder what the sign in the middle says?

I can read the sign on the right (Evanston Wilmette via L) but I wonder what the sign in the middle says?

The CTA Linden Avenue Yard in Wilmette in July 1957. We see 5000s, 6000s, and wood cars present. To the left is where the North Shore Line's Shore Line Route continued north until the 1955 abandonment.

The CTA Linden Avenue Yard in Wilmette in July 1957. We see 5000s, 6000s, and wood cars present. To the left is where the North Shore Line’s Shore Line Route continued north until the 1955 abandonment.

This photo of a pair of Philadelphia streetcars has to be from the 1940s, since Birney car #1 is present, along with 8471. The occasion was a fantrip. From the original red border Kodachrome. (Charles R. Houser, Sr. Photo)

This photo of a pair of Philadelphia streetcars has to be from the 1940s, since Birney car #1 is present, along with 8471. The occasion was a fantrip. From the original red border Kodachrome. (Charles R. Houser, Sr. Photo)

Chicago & West Towns Railways streetcar 160 on Hillgrove Avenue at Brainard Avenue in the 1940s. This was the end of the long LaGrange line, which also served the Brookfield Zoo and had some private right-of-way.

Chicago & West Towns Railways streetcar 160 on Hillgrove Avenue at Brainard Avenue in the 1940s. This was the end of the long LaGrange line, which also served the Brookfield Zoo and had some private right-of-way.

NSL 725 at the Mundelein Terminal, which resembled the Dempster Street station in Skokie. Don's Rail Photos: "725 was built by Cincinnati Car Co in 1926, (order) #2890. It was modernized in 1939."

NSL 725 at the Mundelein Terminal, which resembled the Dempster Street station in Skokie. Don’s Rail Photos: “725 was built by Cincinnati Car Co in 1926, (order) #2890. It was modernized in 1939.”

NSL 710 at Libertyville on the Mundelein branch. Don's Rail Photos: "710 was built by Cincinnati Car Co in 1924, (order) #2725. It was purchased by American Museum of Electricity in 1963 and resold to Connecticut Trolley Museum in 1972."

NSL 710 at Libertyville on the Mundelein branch. Don’s Rail Photos: “710 was built by Cincinnati Car Co in 1924, (order) #2725. It was purchased by American Museum of Electricity in 1963 and resold to Connecticut Trolley Museum in 1972.”

A North Shore Line Electroliner... at North Chicago Junction?

A North Shore Line Electroliner… at North Chicago Junction?

CTA Lake Street car 1743 is turning north at Randolph and Franklin on April 18, 1953.

CTA Lake Street car 1743 is turning north at Randolph and Franklin on April 18, 1953.

A sign on the "L" station at Randolph and Wells, from the previous photo.

A sign on the “L” station at Randolph and Wells, from the previous photo.

Red Arrow (Philadelphia & West Chester Traction) car 78 in Media on December 2, 1935. This car was built circa 1931-32 by Brill and is known as a "Master Unit." It is now at the Pennsylvania Trolley Museum in Washington, PA.

Red Arrow (Philadelphia & West Chester Traction) car 78 in Media on December 2, 1935. This car was built circa 1931-32 by Brill and is known as a “Master Unit.” It is now at the Pennsylvania Trolley Museum in Washington, PA.

Chicago Rapid Transit "Baldy" 4000's SB at Armitage about to plunge into the subway. No date, but guessing mid-1940's based on the presence of the tower that was built here when the subway opened (you can see the tower roof at left above the platform canopy). (John Smatlak Collection)