The Sunset Lines

Chicago Aurora and Elgin car 453, which will soon find a new home at the Illinois Railway Museum. (William Shapotkin Collection)

Chicago Aurora and Elgin car 453, which will soon find a new home at the Illinois Railway Museum. (William Shapotkin Collection)

It is a shame that only four out of ten postwar interurban cars built in 1945 for the Chicago Aurora & Elgin were saved, after that railroad ceased operations in the late 1950s.

Having only been in service for a dozen years or so, these cars could have been a nice addition to the North Shore Line, but that interurban ceased operations in 1963. There was also an unrealized plan to use them on an extension of the Cleveland rapid transit line to the local airport. The extension was delayed for several years, and ultimately new cars were ordered.

That any of the ten were saved is due to Gerald E. Brookens, who bought them in 1962 for his Trolleyville U.S.A. operation in Ohio. They were cars that could be put into service right away, with minimal effort, on his new line serving a trailer park, where operations began in 1963. There they remained until the Brookens family decided to sell the trailer park. An attempt to use the collection, or parts of it, in Cleveland did not pan out, and the collection was put up for sale in 2009, ultimately dispersed among a consortium of railway museums.

Cars 451 and 460 went to the Illinois Railway Museum. 458 was purchased by the Fox River Trolley Museum in South Elgin. The fourth car (453) traveled to Pennsylvania and the Electric City Trolley Museum in Scranton. They originally planned to restore it as an ersatz Laurel Line interurban, since no cars from that line were saved after it quit in 1952.

Fortunately for us, the folks in Scranton changed their minds, and recently put the 453 up for sale instead. Thanks to a quick fundraiser, it will now be coming to the Illinois Railway Museum. All four surviving cars in the 451-460 series will be back in Illinois for the first time since 1962, with three of the four at IRM.

As the Hicks Car Works blog reported:

We are overjoyed to announce that the fund-raising drive has been successful in raising the money needed to purchase, transport, and store car 453! It will be coming soon to a museum near you!

A large number of people contributed to make this possible, and we thank you all. Two donors in particular gave substantial amounts. One of them came from a long-time member, who wishes to remain anonymous, in celebration of his 45th year since joining the Museum in 1974. The other came from Jeffrey L. Wien. Jeff comments: “I felt that I was playing the role of a White Knight in making my donation…. I donated to the 453 fund because the 450 class were the last interurbans built in the U.S. and to me were very aesthetically attractive. Now we will have 75% of the surviving 450 class! It should also be mentioned that as a former North Shore Line employee, that I have always favored North Shore equipment, but this time I wanted to make sure that a rare piece of CA&E history is preserved. Julie Johnson would be pleased.”

It has often been stated that the ten curved-sided CA&E cars were the “last” interurbans built in the United States. To accept this, some caveats come into play.

First of all, what constitutes an interurban? Depending on how you define this, why wouldn’t the PATCO Speedline, which runs between Philadelphia and Camden County, New Jersey qualify as an “interurban,” even though it did not begin service until 1969?

What about the double-ended cars built by St. Louis Car Company for the Philadelphia Suburban Transportation Co. (aka Red Arrow) in 1949? They ran on the line between Philadelphia and West Chester, which is generally considered an interurban. But they resembled PCC cars, although they had conventional motors and were not “offically” considered PCCs.

Actual PCC cars were used in interurban service by Pittsburgh Railways, to Charleroi and Washington, PA until 1953.  Some of these cars were built in 1949.

The Norristown High-Speed Line in suburban Philadelphia has also at times been considered an interurban.  So when rapid transit cars from the Chicago Transit Authority were used there, in the 1980s and 90s, did they become interurban cars?

Perhaps it is fair to say that the CA&E cars were the last classic or conventional interurban cars built in the United States. There have been other interurban cars built since 1945 outside of the US, such as the cars operated on the South Shore Line.

An interurban is as much a sociological concept as anything, and has come to represent a particular era in American history. Pacific Electric ran an interurban between Los Angeles and Long Beach until 1961. But when service between those two cities was restored in 1990, via the Blue Line Metro, it was called light rail, even though much of the line runs in the same alignment that Pacific Electric used.

For that matter, is the South Shore Line, the so-called “last” interurban that survived, still an interurban?  Or would most of its riders today think of it as commuter rail?

To celebrate the return of car 453, we present many classic black-and-white views of the Chicago Aurora and Elgin from the collections of William Shapotkin, and as always, we thank him for his generosity in sharing them with our readers. These were scanned from small prints of the type once sold by the late Barney Neuberger and others, most of which did not have any information along with them.

There are a few things we can do know, however. The two pictures of crossings on the ground-level tracks west of Laramie, at Oak Park Avenue and Ridgeland in suburban Oak Park, were taken in 1935. The pictures of street running are most likely in Aurora. In 1939, the Aurora terminal was relocated to off-street trackage. The pictures of two wood cars while it is snowing were most likely taken during the final passenger fantrip in December 1958.

There are a couple wreck pictures. We don’t know the circumstances, or even if they are from the same incident. Someone on Facebook was recently wondering if the CA&E had any fatal accidents. We know that the employees were very conscientious, and had an admirable safety record, but I am sure there were some.

There was only a brief period of time (1953) when the picture showing CA&E cars on the Met main line at Halsted, next to the newly completed bridge over the Congress Expressway construction site, could have been taken.

When we scanned these prints, there were a few duplicates. If we did not weed out all of these, we hope you will forgive us.

If you do have useful information to add, you can make a Comment on this post. Be sure to refer to the pictures by their file names, which can be found by hovering your mouse over the image. For example, the fist picture in this post is img989. That will be more helpful to us than just saying, “the third picture down,” or some such.

As you enjoy your Labor Day holiday weekend, we hope you will appreciate all the labor that has gone into preserving the memory of the Sunset Lines, as the CA&E was once fondly named.  Thanks to the work of many dedicated volunteers, we hope the sun will never truly set on the Sunset Lines.

Enjoy!

-David Sadowski

From the Collections of William Shapotkin:

Now Available On Compact Disc
CDLayout33p85
RRCNSLR
Railroad Record Club – North Shore Line Rarities 1955-1963
# of Discs – 1
Price: $15.99

Railroad Record Club – North Shore Line Rarities 1955-1963
Newly rediscovered and digitized after 60 years, most of these audio recordings of Chicago, North Shore and Milwaukee interurban trains are previously unheard, and include on-train recordings, run-bys, and switching. Includes both Electroliners, standard cars, and locomotives. Recorded between 1955 and 1963 on the Skokie Valley Route and Mundelein branch. We are donating $5 from the sale of each disc to Kenneth Gear, who saved these and many other original Railroad Record Club master tapes from oblivion.
Total time – 73:14
[/caption]


Tape 4 switching at Roudout + Mundeline pic 3Tape 4 switching at Roudout + Mundeline pic 2Tape 4 switching at Roudout + Mundeline pic 1Tape 3 Mundeline Run pic 2Tape 3 Mundeline Run pic 1Tape 2 Mundeline pic 3Tape 2 Mundeline pic 2Tape 2 Mundeline pic 1Tape 1 ElectrolinerTape 1 Electroliner pic 3Tape 1 Electroliner pic 2Notes from tape 4Note from tape 2

RRC-OMTT
Railroad Record Club Traction Rarities – 1951-58
From the Original Master Tapes
# of Discs- 3
Price: $24.99


Railroad Record Club Traction Rarities – 1951-58
From the Original Master Tapes

Our friend Kenneth Gear recently acquired the original Railroad Record Club master tapes. These have been digitized, and we are now offering over three hours of 1950s traction audio recordings that have not been heard in 60 years.
Properties covered include:

Potomac Edison (Hagerstown & Frederick), Capital Transit, Altoona & Logan Valley, Shaker Heights Rapid Transit, Pennsylvania Railroad, Illinois Terminal, Baltimore Transit, Niagara St. Catharines & Toronto, St. Louis Public Transit, Queensboro Bridge, Third Avenue El, Southern Iowa Railway, IND Subway (NYC), Johnstown Traction, Cincinnati Street Railway, and the Toledo & Eastern
$5 from the sale of each set will go to Kenneth Gear, who has invested thousands of dollars to purchase all the remaining artifacts relating to William A. Steventon’s Railroad Record Club of Hawkins, WI. It is very unlikely that he will ever be able to recoup his investment, but we support his efforts at preserving this important history, and sharing it with railfans everywhere.
Disc One
Potomac Edison (Hagerstown & Frederick):
01. 3:45 Box motor #5
02. 3:32 Box motor #5, May 24, 1953
03. 4:53 Engine whistle signals, loco #12, January 17, 1954
04. 4:13 Loco #12
Capital Transit:
05. 0:56 PCC car 1557, Route 20 – Cabin John line, July 19, 1953
06. 1:43
Altoona & Logan Valley:
07. 4:00 Master Unit car #74, August 8, 1953
Shaker Heights Rapid Transit:
08. 4:17 Car 306 (ex-AE&FRE), September 27, 1953
09. 4:04
10. 1:39
Pennsylvania Railroad GG-1s:
11. 4:35 August 27, 1954
12. 4:51
Illinois Terminal:
13. 5:02 Streamliner #300, northward from Edwardsville, February 14, 1955
14. 12:40 Car #202 (ex-1202), between Springfield and Decatur, February 1955
Baltimore Transit:
15. 4:56 Car 5706, January 16, 1954
16. 4:45 Car 5727, January 16, 1954
Niagara, St. Catharines & Toronto:
17. 4:19 Interurbans #83 and #80, October 1954
18. 5:20 #80, October 1954
Total time: 79:30
Disc Two
St. Louis Public Service:
01. 4:34 PCCs #1708, 1752, 1727, 1739, December 6, 1953
Queensboro Bridge Company (New York City):
02. 5:37 Cars #606, 605, and 601, December 31, 1954
03. 5:17
Third Avenue El (New York City):
04. 5:07 December 31. 1954
05. 4:47 Cars #1797, 1759, and 1784 at 59th Street, December 31, 1954
Southern Iowa Railway:
06. 4:46 Loco #400, August 17, 1955
07. 5:09 Passenger interurban #9
IND Subway (New York City):
08. 8:40 Queens Plaza station, December 31, 1954
Last Run of the Hagerstown & Frederick:
09. 17:34 Car #172, February 20, 1954 – as broadcast on WJEJ, February 21, 1954, with host Carroll James, Sr.
Total time: 61:31
Disc Three
Altoona & Logan Valley/Johnstown Traction:
01. 29:34 (Johnstown Traction recordings were made August 9, 1953)
Cincinnati Street Railway:
02. 17:25 (Car 187, Brighton Car House, December 13, 1951– regular service abandoned April 29, 1951)
Toledo & Eastern:
03. 10:36 (recorded May 3-7, 1958– line abandoned July 1958)
Capital Transit:
04. 16:26 sounds recorded on board a PCC (early 1950s)
Total time: 74:02
Total time (3 discs) – 215:03



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

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

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

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

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A Shoebox Full of Dreams

A two-car train of PCCs near North Station in Boston August 31, 1976. The nearby Boston Garden has since been torn down and rebuilt.

A two-car train of PCCs near North Station in Boston August 31, 1976. The nearby Boston Garden has since been torn down and rebuilt.

One of my brothers called me recently from a garage sale, and asked if I had any interest in a shoebox full of train pictures. The cost was just $10. I figured it would have to be worth at least that much, so I said sure.

I went through the box when I got it, and discovered most of the pictures were faded color snapshots from the 1970s, probably taken with a Kodak Instamatic camera on size 126 film. Worse yet, nearly all the pictures have a textured surface.

However, it sure seems the photographer got around. He visited train museums all over the country. He went on steam train excursions. He took pictures of streetcars.

Eventually, I figured out who he was– Marvin C. Kruse.

Although, in looking up information on Mr. Kruse, I somehow got the mistaken idea he was deceased, his son wrote to me (see the Comments section below) and informs us that he is alive and well, aged 96! In fact, he has seen this post and enjoyed it. Nothing could make me happier.

When someone dies, or has to downsize, it is often up to their loved ones to go through their things and decide what to do with them. This can be a very traumatic process, for you feel as if you are dismantling someone’s life, piece by piece. And yet that is the way of the world, for life goes on. People’s belongings are often scattered to the four winds.

I decided to give an extra special effort to restore some of Mr. Kruse’s photos for the railfan community, to honor his efforts, and the sacrifices he made. I hope you like the results. They are mementos of someone’s life, from someone who should not be so easily forgotten.

-David Sadowski

PS- By the time you read this, we will have received a substantial shipment of our new book Chicago Trolleys (see below). It should only take us a short time to mail out books to all who have pre-ordered them, plus complementary copies for important contributors. We thank you all for your support. The book was completed on time and is now available for immediate shipment.

Picture caption: "1947 snow (2 ft.). This taken off Monongahela tracks just below our house. B&O yards across river."

Picture caption: “1947 snow (2 ft.). This taken off Monongahela tracks just below our house. B&O yards across river.”

Winter 1947-48. "Same as other, only vertical. Big building, left foreground, is Interstate Construction & Engineers... build coal tipples."

Winter 1947-48. “Same as other, only vertical. Big building, left foreground, is Interstate Construction & Engineers… build coal tipples.”

Photo caption: "New Have R. R. diesel passing Providence, RI engine house 12/21/47 with New York-bound train."

Photo caption: “New Have R. R. diesel passing Providence, RI engine house 12/21/47 with New York-bound train.”

A photo stop on a steam excursion, May 1961.

A photo stop on a steam excursion, May 1961.

South Shore Line "Little Joe" 801 in October 1960.

South Shore Line “Little Joe” 801 in October 1960.

South Shore Line electric locos 703 and 704 in October 1960.

South Shore Line electric locos 703 and 704 in October 1960.

This looks like Chicago Surface Lines red Pullman 144 at the Illinois Electric Railway Museum (North Chicago) in June 1961.

This looks like Chicago Surface Lines red Pullman 144 at the Illinois Electric Railway Museum (North Chicago) in June 1961.

Another scene from IERM in July 1961. At left is Milwaukee streetcar 966, built by St. Louis Car Company in 1927. At right is ex-CTA/CSL sweeper E223, which was purchased for the museum by Dick Lukin in 1956.

Another scene from IERM in July 1961. At left is Milwaukee streetcar 966, built by St. Louis Car Company in 1927. At right is ex-CTA/CSL sweeper E223, which was purchased for the museum by Dick Lukin in 1956.

Two 900-series South Shore Line freight locos in October 1960.

Two 900-series South Shore Line freight locos in October 1960.

Always remember...never step on any rails. Right? (Photo stop bedlam, September 1958.)

Always remember…never step on any rails. Right? (Photo stop bedlam, September 1958.)

If you've ever tried taking a picture at a photo stop on a fantrip, this is what happens. Invariably, someone runs right in front of you, oblivious to the fact you are trying to take a picture.

If you’ve ever tried taking a picture at a photo stop on a fantrip, this is what happens. Invariably, someone runs right in front of you, oblivious to the fact you are trying to take a picture.

People used to climb on just about anything, in their quest to take a picture.

People used to climb on just about anything, in their quest to take a picture.

This is the view from an engine cab... which makes sense, if you think about it, as the engine in front of you is massive.

This is the view from an engine cab… which makes sense, if you think about it, as the engine in front of you is massive.

I think what we are seeing here is new commuter rail bi-levels on display, probably the Milwaukee Road, in July 1961. The sign at left says, "Entrance," implying that they wanted you to walk through the cars in one direction only. At right are some vehicles from the Railway Express Agency (REA), which delivered small packages via the railway system between 1917 and the late 1960s. It was a national monopoly formed by the federal government during the First World War.

I think what we are seeing here is new commuter rail bi-levels on display, probably the Milwaukee Road, in July 1961. The sign at left says, “Entrance,” implying that they wanted you to walk through the cars in one direction only. At right are some vehicles from the Railway Express Agency (REA), which delivered small packages via the railway system between 1917 and the late 1960s. It was a national monopoly formed by the federal government during the First World War.

A Milwaukee Road commuter train in July 1961. This is about the time the railroad began introducing bi-levels, which the Chicago & North Western had been using for some years. I'd bet this is the same scene as in the previous picture, but from the other end. The train is on display at a station.

A Milwaukee Road commuter train in July 1961. This is about the time the railroad began introducing bi-levels, which the Chicago & North Western had been using for some years. I’d bet this is the same scene as in the previous picture, but from the other end. The train is on display at a station.

There wasn't much I could do about the scratches on this picture, but how often have you witnessed a steam locomotive on a turntable? (November 1958)

There wasn’t much I could do about the scratches on this picture, but how often have you witnessed a steam locomotive on a turntable? (November 1958)

Not sure of the location, but it's June 1958, and steam is still active here.

Not sure of the location, but it’s June 1958, and steam is still active here.

Several steam locos are on this property in June 1958, wherever it was.

Several steam locos are on this property in June 1958, wherever it was.

One thing about steam... as the song goes, smoke gets in your eyes. Note the small twin-lens reflex camera this shutterbug is holding. Perhaps a grey "Baby" Rolleiflex, which took size 127 film? (On the other hand, Carl Lantz thinks thinks he's holding a movie camera.)

One thing about steam… as the song goes, smoke gets in your eyes. Note the small twin-lens reflex camera this shutterbug is holding. Perhaps a grey “Baby” Rolleiflex, which took size 127 film? (On the other hand, Carl Lantz thinks thinks he’s holding a movie camera.)

More steam fantrip action.

More steam fantrip action.

There were many such excursions in the waning days of steam (late 1950s to early 1960s).

There were many such excursions in the waning days of steam (late 1950s to early 1960s).

Evidence of a Toronto trip in June 1959. This may be part of a PCC car.

Evidence of a Toronto trip in June 1959. This may be part of a PCC car.

The Mt. Washington Cog Railway still operates.

The Mt. Washington Cog Railway still operates.

CTA 6000s in Forest Park , December 22, 1976.

CTA 6000s in Forest Park , December 22, 1976.

The CTA DesPlaines Avenue yard in Forest Park, December 22, 1976. This was the 1959 configuration that was in use until the station was rebuilt circa 1980.

The CTA DesPlaines Avenue yard in Forest Park, December 22, 1976. This was the 1959 configuration that was in use until the station was rebuilt circa 1980.

CTA 6000s interior, December 22, 1976.

CTA 6000s interior, December 22, 1976.

Central City, Colorado, August 15, 1977.

Central City, Colorado, August 15, 1977.

What was a PCC doing in Golden, Colorado on July 8, 1976.

What was a PCC doing in Golden, Colorado on July 8, 1976.

My previous post did not mention the ill-fated Boston LRVs. But here is one of their SF Muni counterparts, being tested by the DOT at Pueblo on July 7, 1976.

My previous post did not mention the ill-fated Boston LRVs. But here is one of their SF Muni counterparts, being tested by the DOT at Pueblo on July 7, 1976.

North Shore Line car 160 at the Illinois Railway Museum in the mid-1970s.

North Shore Line car 160 at the Illinois Railway Museum in the mid-1970s.

Chicago red Pullman 144 at IRM, 1970s.

Chicago red Pullman 144 at IRM, 1970s.

Chicago Aurora & Elgin 431 at IRM, August 8, 1976.

Chicago Aurora & Elgin 431 at IRM, August 8, 1976.

Chicago postwar PCC 4391 at IRM in September 1975.

Chicago postwar PCC 4391 at IRM in September 1975.

Chicago postwar PCC 4391 at IRM in September 1975.

Chicago postwar PCC 4391 at IRM in September 1975.

San Francisco cable car 16(?) on May 27, 1974.

San Francisco cable car 16(?) on May 27, 1974.

Los Angeles streetcar 665 at Perris, California.

Los Angeles streetcar 665 at Perris, California.

North Shore Line city streetcar 354 at IRM in September 1975.

North Shore Line city streetcar 354 at IRM in September 1975.

North Shore Line city streetcar 354 at IRM in September 1975.

North Shore Line city streetcar 354 at IRM in September 1975.

North Shore Line city streetcar 354 at IRM on August 8, 1976.

North Shore Line city streetcar 354 at IRM on August 8, 1976.

North Shore Line city streetcar 354 at IRM on August 8, 1976.

North Shore Line city streetcar 354 at IRM on August 8, 1976.

SF cable car 4 on May 27, 1974.

SF cable car 4 on May 27, 1974.

SF cable car 4 on May 27, 1974.

SF cable car 4 on May 27, 1974.

BART on May 27, 1974.

BART on May 27, 1974.

When did they stop letting the passengers turn cable cars around in San Francisco? They were still doing it on May 27, 1974.

When did they stop letting the passengers turn cable cars around in San Francisco? They were still doing it on May 27, 1974.

BART at Balboa Park on May 27, 1974.

BART at Balboa Park on May 27, 1974.

BART at Balboa Park on May 27, 1974.

BART at Balboa Park on May 27, 1974.

An SF Muni PCC on Market Street, May 27, 1974.

An SF Muni PCC on Market Street, May 27, 1974.

An SF Muni PCC on Market Street, May 27, 1974.

An SF Muni PCC on Market Street, May 27, 1974.

An SF Muni trolley bus on Market Street, May 27, 1974. Looks like construction may already have been underway on the Muni Metro subway.

An SF Muni trolley bus on Market Street, May 27, 1974. Looks like construction may already have been underway on the Muni Metro subway.

An SF Muni PCC on Market Street, May 27, 1974.

An SF Muni PCC on Market Street, May 27, 1974.

An SF Muni PCC on Market Street, May 27, 1974.

An SF Muni PCC on Market Street, May 27, 1974.

Don's Rail Photos: "717 was built by Brill Co in 1925. It was rebuilt in 1939 and rebuilt in 1951 as 5167. It became LAMTA 1815 in 1958, It was retired and restored as717 at OERM in March 1960." Here, we see it at Orange Empire on May 31, 1974. Was it ever used in service with this color scheme?

Don’s Rail Photos: “717 was built by Brill Co in 1925. It was rebuilt in 1939 and rebuilt in 1951 as 5167. It became LAMTA 1815 in 1958, It was retired and restored as717 at OERM in March 1960.” Here, we see it at Orange Empire on May 31, 1974. Was it ever used in service with this color scheme?

I'm wondering if the streetcar at right is Key System 987. The steam loco is Western Pacific 334, a 2-8-2 built in 1929 by American Locomotive. We see both at the Western Railway Museum on May 26, 1972.

I’m wondering if the streetcar at right is Key System 987. The steam loco is Western Pacific 334, a 2-8-2 built in 1929 by American Locomotive. We see both at the Western Railway Museum on May 26, 1972.

A Toronto Peter Witt at Trolleyville USA, Olmstead Falls, Ohio, on August 23, 1975.

A Toronto Peter Witt at Trolleyville USA, Olmstead Falls, Ohio, on August 23, 1975.

A Toronto Peter Witt at Trolleyville USA, Olmstead Falls, Ohio, on August 23, 1975.

A Toronto Peter Witt at Trolleyville USA, Olmstead Falls, Ohio, on August 23, 1975.

I assume this is probably an ex-PE car at the Orange Empire Railway Museum on May 31, 1974.

I assume this is probably an ex-PE car at the Orange Empire Railway Museum on May 31, 1974.

A Los Angeles streetcar at OERM, Perris, California on July 6, 1976.

A Los Angeles streetcar at OERM, Perris, California on July 6, 1976.

Here, we see Brooklyn car 4573 at the Branford Trolley Museum. It was built by the Laconia Car Company in 1906 and was acquired by the museum on 1947. Here is how it looked on August 31, 1976.

Here, we see Brooklyn car 4573 at the Branford Trolley Museum. It was built by the Laconia Car Company in 1906 and was acquired by the museum on 1947. Here is how it looked on August 31, 1976.

Marvin C. Kruse on the Queen Mary in Long Beach, California on May 24, 1974.

Marvin C. Kruse on the Queen Mary in Long Beach, California on May 24, 1974.

Marvin C. Kruse at the Andrews Raiders Memorial in the Chattanooga Military Cemetery on October 23, 1907. According to Find-a-Grave: :"Memorial erected by the State of Ohio to the Andrews Raiders. In early April, 1862, a band of Union soldiers lead by civilian James Andrews infiltrated south from the Union lines near Shelbyville, Tennessee and met at Big Shanty, Georgia (near Marietta). On the morning of April 12, 1862, 20 of them (2 raiders never arrived and 2 others overslept and missed the adventure) stole the passenger train "The General" during its morning breakfast stop. With the farms and factories of Georgia supplying the Confederate Army fighting further west, the Raiders' mission was to burn the railroad bridges between Atlanta and Chattanooga, thus isolating the Confederate Armies from their supply sources and enabling the Union Army to seize Chattanooga. Due primarily to the persistency of William Fuller, conductor of the stolen train, and, secondarily to the rainy weather and unlucky miscoordination with the Union Army to the west, the Raiders failed. All 22 at Big Shanty that morning were captured. Eight, including James Andrews, were tried and hanged by the Confederate Army in Atlanta. In 1866, after the war, they were reburied in a semi-circle at the Chattanooga National Cemetery. On the imposing granite monument, erected in 1891, are the names of 22 of the raiders. The memorial is topped by a bronze likeness of the "General"." This story inspired the classic 1927 Buster Keaton film The General.

Marvin C. Kruse at the Andrews Raiders Memorial in the Chattanooga Military Cemetery on October 23, 1907. According to Find-a-Grave: :”Memorial erected by the State of Ohio to the Andrews Raiders. In early April, 1862, a band of Union soldiers lead by civilian James Andrews infiltrated south from the Union lines near Shelbyville, Tennessee and met at Big Shanty, Georgia (near Marietta). On the morning of April 12, 1862, 20 of them (2 raiders never arrived and 2 others overslept and missed the adventure) stole the passenger train “The General” during its morning breakfast stop. With the farms and factories of Georgia supplying the Confederate Army fighting further west, the Raiders’ mission was to burn the railroad bridges between Atlanta and Chattanooga, thus isolating the Confederate Armies from their supply sources and enabling the Union Army to seize Chattanooga. Due primarily to the persistency of William Fuller, conductor of the stolen train, and, secondarily to the rainy weather and unlucky miscoordination with the Union Army to the west, the Raiders failed. All 22 at Big Shanty that morning were captured. Eight, including James Andrews, were tried and hanged by the Confederate Army in Atlanta. In 1866, after the war, they were reburied in a semi-circle at the Chattanooga National Cemetery. On the imposing granite monument, erected in 1891, are the names of 22 of the raiders. The memorial is topped by a bronze likeness of the “General”.” This story inspired the classic 1927 Buster Keaton film The General.

Philadelphia PCC 2278, in bicentennial garb, on Route 53, September 2, 1976.

Philadelphia PCC 2278, in bicentennial garb, on Route 53, September 2, 1976.

SEPTA Red Arrow cars at 69th Street Terminal on September 2, 1976.

SEPTA Red Arrow cars at 69th Street Terminal on September 2, 1976.

An Amtrak GG-1 in Baltimore on August 31, 1977.

An Amtrak GG-1 in Baltimore on August 31, 1977.

This is not a very good picture, but it does show a Liberty Liner (ex-North Shore Line Electroliner) on September 2, 1976.

This is not a very good picture, but it does show a Liberty Liner (ex-North Shore Line Electroliner) on September 2, 1976.

SEPTA Red Arrow car 13, built by St. Louis Car Company in 1949, as it looked on September 2, 1976.

SEPTA Red Arrow car 13, built by St. Louis Car Company in 1949, as it looked on September 2, 1976.

Red Arrow car 18, also built in 1949. These double-ended interurban cars closely resembled PCCs but did not use PCC trucks.

Red Arrow car 18, also built in 1949. These double-ended interurban cars closely resembled PCCs but did not use PCC trucks.

A Washington, D.C. subway car at the Rhode Island Avenue station on September 1, 1977.

A Washington, D.C. subway car at the Rhode Island Avenue station on September 1, 1977.

A PCC car at the Roanoke, Virginia Transportation Museum on August 27, 1975.

A PCC car at the Roanoke, Virginia Transportation Museum on August 27, 1975.

A PCC car at the Virginia Museum of Transportation in Roanoke on August 27, 1975. This is DC Transit 1470, built by St. Louis Car Company in 1945.

A PCC car at the Virginia Museum of Transportation in Roanoke on August 27, 1975. This is DC Transit 1470, built by St. Louis Car Company in 1945.

J. G. Brill built car 249 for Oporto, Portugal in 1904 and features maximum traction trucks. It was retired in 1972 and is shown at the Rockhill Trolley Museum on August 24, 1975.

J. G. Brill built car 249 for Oporto, Portugal in 1904 and features maximum traction trucks. It was retired in 1972 and is shown at the Rockhill Trolley Museum on August 24, 1975.

A Washington, D.C. subway car at the Rhode Island Avenue station on September 1, 1977.

A Washington, D.C. subway car at the Rhode Island Avenue station on September 1, 1977.

A Washington, D.C. subway car at the Rhode Island Avenue station on September 1, 1977.

A Washington, D.C. subway car at the Rhode Island Avenue station on September 1, 1977.

A PCC car at the Virginia Museum of Transportation in Roanoke on August 27, 1975. This is DC Transit 1470, built by St. Louis Car Company in 1945.

A PCC car at the Virginia Museum of Transportation in Roanoke on August 27, 1975. This is DC Transit 1470, built by St. Louis Car Company in 1945.

This is Sacramento Northern 62, a Birney car built in 1920 by American Car Company. We see it here at the Western Railway Museum on May 26, 1974.

This is Sacramento Northern 62, a Birney car built in 1920 by American Car Company. We see it here at the Western Railway Museum on May 26, 1974.

San Francisco Municipal Railway "Magic Carpet" carr 1003 was one of five experimental double-end cars built in 1939 by the St. Louis Car Company. This lone survivor is seen at the Western Railway Museum on May 26, 1974.

San Francisco Municipal Railway “Magic Carpet” carr 1003 was one of five experimental double-end cars built in 1939 by the St. Louis Car Company. This lone survivor is seen at the Western Railway Museum on May 26, 1974.

At left, we see Muni car 178, and next to it is "Magic Carpet" car 1003, at the Western Railway Museum on May 26, 1974.

At left, we see Muni car 178, and next to it is “Magic Carpet” car 1003, at the Western Railway Museum on May 26, 1974.

This open car was built by Brill in 1912 and was used in Rio De Janeiro. It's shown at the Rockhill Trolley Museum on August 24, 1975.

This open car was built by Brill in 1912 and was used in Rio De Janeiro. It’s shown at the Rockhill Trolley Museum on August 24, 1975.

This looks like a Sacramento Northern electric freight loco (Western Railway Museum, May 26, 1974).

This looks like a Sacramento Northern electric freight loco (Western Railway Museum, May 26, 1974).

This San Francisco cable car was on display at the Santa Clara County Fairgrounds on May 26, 1973. Many children played on this car over the years. It was originally a California Street car using a side grip and was not updated when Muni took over the line. I read that in 2005 it was in storage, listed as being in poor condition with a broken frame. I am not sure if it still exists.

This San Francisco cable car was on display at the Santa Clara County Fairgrounds on May 26, 1973. Many children played on this car over the years. It was originally a California Street car using a side grip and was not updated when Muni took over the line. I read that in 2005 it was in storage, listed as being in poor condition with a broken frame. I am not sure if it still exists.

This equipment is at the Travel Town Museum at Griffith Park in Los Angeles on August 26, 1977.

This equipment is at the Travel Town Museum at Griffith Park in Los Angeles on August 26, 1977.

A Los Angeles streetcar and a Pacific electric "Blimp" interurban at Griffith Park on July 5, 1977.

A Los Angeles streetcar and a Pacific electric “Blimp” interurban at Griffith Park on July 5, 1977.

In the distance, we see a pair of Key System bridge units at the Western Railway Museum on May 26, 1974. These ran in Oakland over the bay Bridge, and were retired in 1958.

In the distance, we see a pair of Key System bridge units at the Western Railway Museum on May 26, 1974. These ran in Oakland over the bay Bridge, and were retired in 1958.

Toronto PCC 4394 on October 25, 1973.

Toronto PCC 4394 on October 25, 1973.

North Shore Line car 757 at East Troy, Wisconsin on June 23, 1974. This car has since gone to the Illinois Railway Museum.

North Shore Line car 757 at East Troy, Wisconsin on June 23, 1974. This car has since gone to the Illinois Railway Museum.

The East Troy Trolley Museum, June 23, 1974.

The East Troy Trolley Museum, June 23, 1974.

A Chicago Transit Authority 4000-series "L" car in Louisville, Kentucky on June 3, 1974.

A Chicago Transit Authority 4000-series “L” car in Louisville, Kentucky on June 3, 1974.

A pair of 700-series South Shore Line freight locos at the Gary, Indiana station in 1974.

A pair of 700-series South Shore Line freight locos at the Gary, Indiana station in 1974.

Chattanooga, Tennessee on June 2, 1974.

Chattanooga, Tennessee on June 2, 1974.

A New Orleans streetcar at Union Station in Chattanooga, June 2, 1974.

A New Orleans streetcar at Union Station in Chattanooga, June 2, 1974.

A New Orleans streetcar at Union Station in Chattanooga, June 2, 1974.

A New Orleans streetcar at Union Station in Chattanooga, June 2, 1974.

A pair of 700-series South Shore Line freight locos at the Gary, Indiana station in 1974.

A pair of 700-series South Shore Line freight locos at the Gary, Indiana station in 1974.

Steam at Union, Illinois, August 8, 1976.

Steam at Union, Illinois, August 8, 1976.

The Burlington Zephyr at IRM, 1976.

The Burlington Zephyr at IRM, 1976.

IRM, August 8, 1976.

IRM, August 8, 1976.

South Shore Line cars in storage at Michigan City, Indiana on July 17, 1977.

South Shore Line cars in storage at Michigan City, Indiana on July 17, 1977.

A "Little Joe" in Michigan City, July 17, 1977.

A “Little Joe” in Michigan City, July 17, 1977.

Illinois Terminal cars at IRM, July 1977.

Illinois Terminal cars at IRM, July 1977.

IRM, June 23, 1974.

IRM, June 23, 1974.

IRM, June 23, 1974.

IRM, June 23, 1974.

Illinois Terminal cars at IRM, June 23, 1974.

Illinois Terminal cars at IRM, June 23, 1974.

IRM, August 8, 1976.

IRM, August 8, 1976.

IRM, September 1975.

IRM, September 1975.

IRM, August 8, 1976.

IRM, August 8, 1976.

IRM, August 8, 1976.

IRM, August 8, 1976.

IRM, August 8, 1976.

IRM, August 8, 1976.

IRM, September 1975.

IRM, September 1975.

Recent Finds

Boston MTA 3292, signed for Braves Field, is on a double-track loop with the ball park at the right. The Boston Braves played there last game here on September 21, 1952 (exactly 65 years ago today), after which the team was moved to Milwaukee. Following the 1965 season, they became the Atlanta Braves. A portion of Braves Field still exists as part of Boston College's Nickerson Field. We discussed streetcar service to Braves Field in our previous post More Mystery Photos (July 29, 2016).

Boston MTA 3292, signed for Braves Field, is on a double-track loop with the ball park at the right. The Boston Braves played there last game here on September 21, 1952 (exactly 65 years ago today), after which the team was moved to Milwaukee. Following the 1965 season, they became the Atlanta Braves. A portion of Braves Field still exists as part of Boston College’s Nickerson Field. We discussed streetcar service to Braves Field in our previous post More Mystery Photos (July 29, 2016).

Hammond, Whiting & East Chicago car 67 was built by American Car in 1917 and was converted to one-man operation in 1932. Streetcar service ended in 1940. Notice how similar this car is to some operated by the Chicago Surface Lines. For much of its history, the HW&EC was run by the Calumet & South Chicago Railway, which became part of CSL in 1914.

Hammond, Whiting & East Chicago car 67 was built by American Car in 1917 and was converted to one-man operation in 1932. Streetcar service ended in 1940. Notice how similar this car is to some operated by the Chicago Surface Lines. For much of its history, the HW&EC was run by the Calumet & South Chicago Railway, which became part of CSL in 1914.

Chicago Surface Lines crane X-3 at Dearborn and Washington in 1942. Tracks were being put back in the street after construction of the Dearborn Subway, which was 80% completed when work stopped due to wartime materials shortages. The subway did not open until 1951.

Chicago Surface Lines crane X-3 at Dearborn and Washington in 1942. Tracks were being put back in the street after construction of the Dearborn Subway, which was 80% completed when work stopped due to wartime materials shortages. The subway did not open until 1951.

New Castle (Pennsylvania) Electric Street Railway "Birney" car 363 at Cascade Park loop on August 24, 1941. Streetcar service was abandoned on December 11th of that year. This car was formerly Penn-Ohio Power & Light 363 and was painted orange. (John A. Clark Photo)

New Castle (Pennsylvania) Electric Street Railway “Birney” car 363 at Cascade Park loop on August 24, 1941. Streetcar service was abandoned on December 11th of that year. This car was formerly Penn-Ohio Power & Light 363 and was painted orange. (John A. Clark Photo)

New Castle (Pennsylvania) Electric Street Railway "Birney" car 359 at Cascade Park loop on August 24, 1941. This car was ex=Penn-Ohio Power and Light 359, and was painted orange and cream. (John A. Clark Photo)

New Castle (Pennsylvania) Electric Street Railway “Birney” car 359 at Cascade Park loop on August 24, 1941. This car was ex=Penn-Ohio Power and Light 359, and was painted orange and cream. (John A. Clark Photo)

This odd, boxy streetcar is Black River Traction car #1 in Watertown, New York. This was a 1906 product of the Barber Car Co. Some consider this an ugly design, but apparently these cars were well-built. Apparently this line abandoned streetcar service on August 17, 1937, but this negative is dated June 20, 1938. The sign on the side of the car doesn't really solve this mystery-- there were two championship heavyweight bouts between Joe Louis and Max Schmeling, and these took place on June 19, 1936 and June 22, 1938. For more information on the Barber Car Company, click here.

This odd, boxy streetcar is Black River Traction car #1 in Watertown, New York. This was a 1906 product of the Barber Car Co. Some consider this an ugly design, but apparently these cars were well-built. Apparently this line abandoned streetcar service on August 17, 1937, but this negative is dated June 20, 1938. The sign on the side of the car doesn’t really solve this mystery– there were two championship heavyweight bouts between Joe Louis and Max Schmeling, and these took place on June 19, 1936 and June 22, 1938. For more information on the Barber Car Company, click here.

Black River Traction car 5, with a date given of June 20, 1938. Not sure whether this car was also built by the Barber Car Company.

Black River Traction car 5, with a date given of June 20, 1938. Not sure whether this car was also built by the Barber Car Company.

Recent Correspondence

Jack Bejna writes:

I recently came across this photo, and, after looking at it awhile I realized that this is an image of the CA&E crossing the Chicago River. It appears to have been taken from Franklin Street looking generally northeast. The train appears to be an eastbound train just entering the Wells Street Terminal. Look at the two cars and you’ll see Car 436 leading trailer 603. In addition, below the El structure there is the substation that provided the power for the terminal area. The picture was taken in 1939.

Jack continues:

I enjoyed your latest post about Boston’s great trolleys. Keep up the great work.

Here is the latest stuff, the CA&E and the CNS&M woodies. As usual, some of the images aren’t the best, but it’s all I could find in my continuing search for the best of the CA&E!

Increasing suburban traffic found the CA&E short of cars. In 1936, the CNS&M came to the rescue by making some of their older wooden cars available for lease.

In 1936, cars 129, 130, 133, 134, 137 (Jewett 1907), cars 138, 139, 140, 141, 144 (American 1910) and cars 142 and 143 (Jewett 1907) were leased for suburban service and returned to the CNS&M after World War II. These cars were later purchased in 1946 and finished their long careers in suburban work on the CA&E.

I know our readers appreciate your efforts in restoring and sharing these rare pictures with us. Thanks to you, they are looking better than ever.

After CA&E service was cut back to Forest Park in 1953, these cars were no longer needed and were soon scrapped. Interestingly, these old woods were the last passenger cars bought by the Aurora & Elgin.

CA&E 129.

CA&E 129.

CA&E 130.

CA&E 130.

CA&E 133.

CA&E 133.

CA&E 134.

CA&E 134.

CA&E 137.

CA&E 137.

CA&E 138.

CA&E 138.

CA&E 139.

CA&E 139.

CA&E 140.

CA&E 140.

CA&E 141 at Batavia Junction.

CA&E 141 at Batavia Junction.

CA&E 142 at the Wheaton Shops.

CA&E 142 at the Wheaton Shops.

CA&E 143.

CA&E 143.

CA&E 144.

CA&E 144.

Our New Book Chicago Trolleys— Now In Stock!

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

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

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

Overview

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

The book features 226 classic black-and-white images, each with detailed captions, in 10 chapters:

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

Product Details

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

Meet the Author

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

Images of Rail

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

The book costs just $21.99 plus shipping.

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

We appreciate your business!

For Shipping to US Addresses:

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For Shipping Elsewhere:

NEW – Chicago Trolleys Postcard Collection

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

The Postcards of America Series

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

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

Pre-Order your Chicago Trolleys Postcard Pack today!

For Shipping to US Addresses:

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Remembering Truman Hefner (1926-2017)

This picture was taken prior to September 20, 1953, looking east from the old DesPlaines Avenue station. The eastbound CA&E train is about to cross the B&O, a source of many delays. Due to expressway construction in the city, the CA&E stopped running east of here, and a new terminal facility was constructed to the west of this one, where riders could switch to CTA trains for the trip downtown. (Truman Hefner Photo)

This picture was taken prior to September 20, 1953, looking east from the old DesPlaines Avenue station. The eastbound CA&E train is about to cross the B&O, a source of many delays. Due to expressway construction in the city, the CA&E stopped running east of here, and a new terminal facility was constructed to the west of this one, where riders could switch to CTA trains for the trip downtown. (Truman Hefner Photo)

Recent Correspondence

Stewart Odell writes:

I’m hoping you can help clarify something for me.  A dear family friend of many years passed this weekend in OKC. In searching his official obit I have come across a reference to him in your August 2015 blog. Truman Hefner was from Cook County and lived with his family for many years in OKC, where I met him.

I’m trying to determine how he might have come to be mentioned in your column. The coincidence of 1) his birthplace- 2) His name and- 3) the fact that he was a miniature railroad enthusiast to the point where he built a miniature railroad in his back yard for his children and the neighborhood kids to enjoy, is uncanny to me. It only follows that he might have also been an amateur photographer.

Truman also traveled the state of Oklahoma (and probably the country) pursuing his enthusiasm for both miniature and full-size rail systems and their history.

Have you any idea how the lone reference on your site may have come to be? Not a show-stopper, just sentimental, and interested. Meanwhile, I’ve discovered your amazing site.

Thanks for writing. I am very sorry to hear that Truman Hefner has passed away.

I knew him as one of the very best railfan photographers, whose work has been widely distributed, including any number of books. When I was involved with putting together Central Electric Railfans’ Association bulletin 146, we used several of his color images of Chicago PCC streetcars.

I spoke to him on the phone several times, and he was always very cheerful, upbeat, enthusiastic, and generous.

In September 2014, when CERA held an event called the Chicago Streetcar Pictorial Round Table, we invited him to attend. He bought a plane ticket, but unfortunately there was some sort of computer problem at O’Hare that day that prevented flights from arriving or departing.

Still, he did participate in the meeting by telephone. At the time, he was about 88 or 89 years old.

He told me that he only took railfan photos for a few years, and described his camera to me. It was made in Germany and had an excellent quality lens. He still had the camera, but said it was no longer working.

I would imagine he was excited about the prospect of streetcars returning to Oklahoma City.

My sincere condolences go out to his family.

He’s mentioned in four of my blog posts.
The one titled CA&E Mystery Photos Answers – Part 1 has an image of his in it, taken from an original slide in my collection. The very first picture in the post titled The CTA, the CA&E, and “Political Influence” is Mr. Hefner’s.

He is also mentioned in a few posts on the blog I did before this one. That was in connection to the Chicago Streetcar Pictorial Round Table. For that event, I designed a poster that featured a photo of Mr. Hefner’s. It shows a Chicago PCC at the Museum Loop near Soldier Field, and was taken on April 26, 1951, the day that Gen. Douglas MacArthur spoke to a large crowd there.

From his Legacy remembrance page:

Truman Dale Hefner

October 24, 1926 – May 21, 2017

Truman passed away at his home in Oklahoma City. He was born in Lexington, Illinois to parents, Guy and Ferne Hefner. Most of his early life was in Berwyn, Illinois, where after graduating high school in 1944, he enlisted in the Air Force. He was called into the service in 1945, and was discharged at the end of the war. Truman continued his military service with the Air Force Reserves and reached the rank of first lieutenant. He received a bachelor’s degree in electrical engineering from the University of Illinois and went on to work for Motorola and Eureka Williams before transferring to Oklahoma City in 1958 to work for Western Electric where he remained until his retirement in 1989.

Truman’s lifelong interest in trains sparked his other interest of photography. He loved to travel with family and friends, always taking pictures and movies of their journeys. The 1/8 scale model train hobby was his true passion. He enjoyed traveling near and far visiting many club and friend’s tracks. He was one of the founding members of the Locomotive Operators of Central Oklahoma, a member of the Oklahoma Railroad Museum and many more railroad clubs over the years. Truman and his partner, Jim Murray, started a business, Cannonball, to supply hobbyists with railroad equipment.

Truman is survived by his wife of 69 years, Vera (Hoch) Hefner; daughters Trudy Hefner, Nancy and Herb Conley, Susan Carey and Marshall Lee, Barbara and Philo Hatch; daughter-in-law Ellyn Novak Hefner; 9 grandchildren; 6 great grandchildren. He was preceded in death by his parents, sister Anna Mae Meyer and his only son Jimmy Hefner.

Truman Hefner took many great pictures with a German Karomat camera similar to this one, which has a high-quality Schneider lens.

Truman Hefner took many great pictures with a German Karomat camera similar to this one, which has a high-quality Schneider lens.

CA&E 453 in a winter scene. Here, we are looking east from Halsted. (Truman Hefner Photo)

CA&E 453 in a winter scene. Here, we are looking east from Halsted. (Truman Hefner Photo)

CTA 586 at Milwaukee and Canal on route 56 in October 1951. (Truman Hefner Photo)

CTA 586 at Milwaukee and Canal on route 56 in October 1951. (Truman Hefner Photo)

This was perhaps Truman Hefner's best-known photograph. Please note, the Trolley Dodger blog is not affiliated with Central Electric Railfans' Association.

This was perhaps Truman Hefner’s best-known photograph. Please note, the Trolley Dodger blog is not affiliated with Central Electric Railfans’ Association.

I found two videos showing Mr. Hefner and his miniature railroad train.

Over the Years at Mexican Hat (the C&IG RR from April 1986 to May 2009) by Truman Hefner

Over the Years at Zuni by Truman Hefner

He will be missed by everyone in the railfan community.

Genevieve Heydt writes:

Dear Trolley Dodger,
While working on a group history project with some friends, I stumbled upon your website while tracking some train cars from the AE&FRE line that was shut down during the Great Depression and had some questions regarding some of these lines and what was going on with them in certain periods because I struggled to find answers myself online. I noticed a trend of cars being sold from CI/SHRT to Speedrail in 1950 to Speedrail and then being scrapped in 1952. Regarding these trends, I was wondering if you had any information or speculations around these events.

If you could, a response between now and Thursday night would be appreciated because we present on Friday and I would love to learn more before we present.

Thank you,
Genevieve Heydt
Sophomore of the Gifted Academy in Elgin Highschool

Thank you for writing.

To answer your question, it helps to know the history of the various properties involved.

The AE&FRE halted passenger service in 1935, so all their rolling stock would have been put up for sale. Lighweight interurban cars 300-304 and 306 (not sure what happened to 305, perhaps it was involved in a wreck or used for parts) were sold to the Shaker Heights Rapid Transit line, which still exists in Cleveland.

These fine cars (built by St. Louis Car Co.) were just over 10 years old at the time and were well suited for use on the SHRT, which was by then completely grade-separated and did not run in traffic on city streets at all.

SHRT also bought a half-dozen lightweight interurban cars of another type, known as “Cincinnati curved-side cars.” These were built by the Cincinnati Car Co. in 1928-29 and were a popular style, used by many properties across the country.

Between 1947 and 1953, SHRT modernized its fleet by purchasing PCC streetcars, which had become the industry standard. Some were bought new, and others second-hand.

Having newer equipment meant they no longer needed some of these older cars, which were put up for sale. By this time, streetcars and interurbans were getting to be fewer and fewer, and the market for such vehicles was shrinking.

The last new PCC car was built in 1952. It was nearly 25 years before another new American streetcar was built.

Meanwhile, in the Milwaukee area, the once mighty Milwaukee Electric interurban was in decline. Parts were abandoned and replaced by buses. By 1949, the last remaining segment, running from Milwaukee to Waukesha, was sold to Jay Maeder, who renamed it Speedrail.

As much as possible, he wanted to replace their heavyweight equipment with lighter cars that would use less electricity. Speedrail bought several of the Cincinnati curved-side cars from SHRT, and a couple from Lehigh Valley Transit.

These were refurbished and continued in use until 1951, when Speedrail shut down in the aftermath of a horrific head-on collision in which several people were killed. A heavy car struck a lighter one on a fantrip, with Jay Maeder at the controls.

The Speedrail cars were put up for sale, but there were no buyers and all were cut up for scrap in 1952.

In 1954, SHRT sold six cars (300-304, 306) to Gerald E. Brookins, a developer who had built a trailer park in the Cleveland suburbs. He built a streetcar line in this development to take people back and forth from their trailers to his general store.

This development was called Trolleyville, USA and continued in use for many years. The first car ran in 1963.

You could consider this something akin to an operating museum for trolleys.

After Mr. Brookins died, his family kept Trolleyville going for some time, but eventually decided to sell the trailer park. There was an attempt to create a museum operation that would run on the SHRT, and some of the Trolleyville cars did actually operate there briefly, but ultimately the plans came to naught and all their collection was sold to various trolley museums at an auction.

Fortunately, AE&FRE car 304 was purchased by the Fox River Trolley Museum in South Elgin, so it now operates on a small portion of its original tracks.

I have posted pictures of AE&FRE equipment on my blog, including passenger cars in service, and electric freight operations in South Elgin after 1935.

I hope this helps.

Good luck with your presentation.

PS- One of my posts has several pictures from Trolleyville USA.

Jack Bejna has shared more of his wonderful restoration work with us. This time, the pictures feature Chicago, Aurora & Elgin cars built by the Niles Car & Manufacturing Co. in 1902.

From Don’s Rail Photos:

Niles Cars 10 thru 28 even

These 10 motor cars were built by Niles Car & Mfg Co. in 1902 and were part of the original stock. 10 was rebuilt with a baggage compartment in 1910. It was later removed, but then reinstalled in April 1933 for funeral service. It was wrecked September 10, 1948, and scrapped. 12 was modernized in April 1940 and retired in 1955. 14 was modernized in December 1939 and retired in 1955. 16 was modernized in December 1939 and retired in 1959. 18 was modernized in March 1941 and retired in 1955. 20 is preserved at the R.E.L.I.C. museum at South Elgin. 22 was wrecked on October 12, 1911, at Waller Avenue, and scrapped. 24 was modernized in July 1943 and retired in 1959. 26 was modernized in June 1943 and retired in 1959. 28 was modernized at an unknown date and retired in 1959.

10 was built by Niles Car in 1902. It was rebuilt with a baggage compartment in 1910. It was later removed, but then reinstalled in April 1933 for funeral service. It was wrecked September 10, 1948, and scrapped.

CA&E Car 10 and trailer 5, CERA fantrip #12, August 6, 1939.

CA&E Car 10 and trailer 5, CERA fantrip #12, August 6, 1939.

CA&E Car 12.

CA&E Car 12.

CA&E Car 14.

CA&E Car 14.

CA&E Car 16.

CA&E Car 16.

CA&E Car 18.

CA&E Car 18.

CA&E Car 20.

CA&E Car 20.

CA&E Car 24.

CA&E Car 24.

CA&E Car 26.

CA&E Car 26.

CA&E Car 28 west of DesPlaines Avenue.

CA&E Car 28 west of DesPlaines Avenue.

Joe Kaczynski writes:

Hello David,

I was going thru some things and found the attached photo that I had gotten on E-Bay several years ago. It’s the West Town neighborhood where I grew up. I was born in ’57 and sadly missed the streetcar era. But fondly recall the Marmon-Herrington trolley buses that ran in their place until 1967.

In all probability the photo was taken from the Chicago Ave. El platform on the old Logan Square Line. It’s a westbound streetcar on Route #66 Chicago Ave., just having crossed Paulina St.

On the rear of the photo is written:

“CTA 3165
Chicago-Paulina
8-27-50
T.H. Desnoyers”

I don’t recall ever seeing this photo on your website.

Thanks! Thomas H. Desnoyers (1928-1977) took many great photographs, but unfortunately died before his time.

CTA 3165 at Chicago and Paulina, August 27, 1950. (Thomas H. Desnoyers Photo)

CTA 3165 at Chicago and Paulina, August 27, 1950. (Thomas H. Desnoyers Photo)

On a personal note, since this is Memorial Day, I thought I would share a blog post written about my uncle, Frank Sadowski, Jr. (1921-1945). The “Bobbie” mentioned there is my father, Edmund Robert Sadowski (1924-1996). Both served their country during World War II. My aunt Margaret (1922-2004), who drove an ambulance during the war, is also mentioned.

-David Sadowski

Chicago Trolleys

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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More Color Restorations

Chicago, Aurora & Elgin interurban car 460 at Trolleyville USA in July 1963. This was part of an order of 10 cars built by St. Louis Car Company in 1945-46. Brookins managed to save four of these cars.

Chicago, Aurora & Elgin interurban car 460 at Trolleyville USA in July 1963. This was part of an order of 10 cars built by St. Louis Car Company in 1945-46. Brookins managed to save four of these cars.

Time was, faded-out color slides, usually old Ektachromes from around 1956 that had turned red, were considered a “lost cause,” suitable only for converting to black-and-white. But today’s software and digital technology has made it possible to bring many of these old images back to life, with spectacular results.

However, we tackle an even more intractable problem today- Anscochrome, a “grade Z” cheaper alternative to Kodak film that appealed to thrifty photographers back in the 1950s and 60s. These images have not held up well over the years, exhibiting color shifts that are all over the place. In some cases, it may not be possible to make these pictures look 100% normal, even with all the tools in our digital toolbox.

We have also included some faded Ektachrome slides, and even one Kodachrome example. For many years, Kodachrome was the benchmark, the “gold standard” against which all other slide films had to be judged, in terms of dye stability and color accuracy.

By the 1990s, Fujichrome Velvia had caught up to Kodachrome in terms of sharpness, color, and resistance to fading. With the rise of digital photography, demand for Kodachrome slide film gradually declined, to the point where Kodak discontinued it, and the last roll was developed in 2010. It used a considerably more complicated and difficult developing process than other slide films.

Most pictures in today’s post were shot on Anscochrome in the early 1960s, at two early railway museum operations in Ohio, Trolleyville USA and the Ohio Railway Museum. Presumably, they were taken by the same unidentified photographer.

The former operation is now history, after an aborted effort to re-establish it in Cleveland, while the latter has had its problems over the years. (As of this writing, the Ohio Railway Museum has not yet opened for the 2016 season, with an August 21 date scheduled.)

Trolleyville USA was a labor of love for the late Gerald E. Brookins, who owned a trailer park in Olmsted Township, Ohio. He built an operating trolley to bring people who lived in the trailer park to his general store. Starting around 1954, Mr. Brookins developed an extensive collection of equipment, and was responsible for saving many streetcars and interurbans from what would have been certain destruction.

While the Brookins concern no longer exists, much of its collection lives on in a variety of other places, such as the Illinois Railway Museum. (To see a list of equipment owned at various times by the Ohio Railway Museum, go here.)

In addition, there are a few interesting shots taken on other electric railways of the 1950s and 60s. I have only included a few of the “before” pictures, but except for the two shots from 1972, all of the originals looked just as bad as the samples shown.

These images will give you a good idea of what these two early museum operations were like in the 1960s. Recently, we learned that North Shore Line car 154 (a sister to the 160 at Union), built in 1915 and now 101 years old, has deteriorated so much in outdoor storage at the Ohio railway Museum that it is going to be scrapped.

Norfolk and Western steam engine 578, shown in operation below, last ran in 1978.

This makes the point that historic preservation will likely always be two steps forward and one step backward, in spite of everyone’s best efforts. However, there is also good news– Chicago “L” car 24, built in 1898, is far along in its restoration at IRM, and recently ran under its own power for the first time in more than 50 years.

In a few instances, we show the process of color restoration step-by-step. Of course, we can only work with what’s already there to begin with. There is a difference between color restoration such as this, and “colorizing” a black-and-white image. To see examples of colorized railfan images, you can check out Rick Foss‘ work on his Facebook page.

Enjoy!

-David Sadowski

PS- This article is intended to be a brief introduction to the subject of color-correcting badly faded images. It’s been pointed out to me that several of these still have a definite color cast.

In most cases, I spent only a few minutes working on each one. Otherwise, this post would still be far off in the future. Sometimes it is necessary to work for hours on a single image to make it look “right,” if it can be made to look that way.

However, using the right tools, including Photoshop, even the worst of the images shown here is a definite improvement on its badly faded original. It’s remarkable that ANY of these pictures can be color-corrected, all things considered.

In some cases, you may get lucky, and it may take a few brief minutes to make your problem picture look 100% better.

Chances are, I will continue to work on these as time permits, and will post improved versions of some images in future.

As always, you can leave a Comment on this post, or contact us directly at:

thetrolleydodger@gmail.com


Trolleyville USA (most pictures taken in July 1963):

Before.

Before.

After.

After.

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Here is Chicago, Aurora & Elgin car 36 at Trolleyville sometime in mid-1962. This car left Wheaton on April 14, 1962, and had already been repainted by January 1, 1963, so this picture must have been taken between those dates.

Here is Chicago, Aurora & Elgin car 36 at Trolleyville sometime in mid-1962. This car left Wheaton on April 14, 1962, and had already been repainted by January 1, 1963, so this picture must have been taken between those dates.

This is CA&E car 36 after being repainted at Trolleyville sometime during 1962.

This is CA&E car 36 after being repainted at Trolleyville sometime during 1962.

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