Cool Places

In street railway parlance, when there are tracks on cross streets such as this, and cars can turn in any direction, that is called a Grand Union. Chicago had several of these, and this is the one at Madison and Clinton Streets. (Clinton is running left-right in this picture.) Bill Hoffman took this picture on September 17, 1954 from a nearby sixth-floor fire escape.

In street railway parlance, when there are tracks on cross streets such as this, and cars can turn in any direction, that is called a Grand Union. Chicago had several of these, and this is the one at Madison and Clinton Streets. (Clinton is running left-right in this picture.) Bill Hoffman took this picture on September 17, 1954 from a nearby sixth-floor fire escape.

Photographers like Bill Hoffman, Truman Hefner, Joe Diaz, and Edward Frank, Jr. took their cameras with them everywhere back in the 1940s and 1950s. They were able to go to lots of interesting places, many which no longer exist. Today’s post features some of their work, plus that of other railfan shutterbugs. Most are from our own collections, and some have been generously shared by William Shapotkin.

Many of these pictures were taken at the CTA’s South Shops. 1950s streetcar fantrips often included a shops tour, and Hoffman took many pictures of whatever was out on the scrap track at that time. In addition, historic cars that had been saved were trotted out for pictures. This tradition ended after the last Chicago streetcars ran in 1958. In the mid-1980s, the CTA’s collection was parsed out between the Illinois Railway Museum and Fox River Trolley Museum, where these historic vehicles can be appreciated today.

-Enjoy!

-David Sadowski

PS- You might also like our Trolley Dodger Facebook auxiliary, a private group that now has 564 members.

Postage Costs Are Up

Since 2015, we have offered an ever-expanding catalog of classic out-of-print railroad audio from the 1950s and 60s, remastered to CDs. This includes the entire Railroad Record Club output, some of which has now been remastered from the original source tapes. The proceeds from these sales help underwrite the costs of maintaining the Trolley Dodger blog. Postage costs have gone up by a lot, so as of November 15, 2021, we will have no choice but to raise the prices of our single disc CDs by $1. The price of multi-disc sets, DVDs, and books will be unaffected. Until then, you can still purchase discs through our Online Store and via eBay at current prices.

Recent Finds

According to the information I received with this slide, this Jackson Park "L" train is going to the Metropolitan "L" Shops at Racine. But the date given (December 1950) must be wrong, as I doubt whether cars 6149-6150 had yet been delivered to the CTA, much less assigned to the North-South "L". Perhaps a date of 1952 is more likely. (Truman Hefner Photo) George Trapp writes: "The photo of CTA 6149-6150 just east of Throop Street shops on the old Met Mainline I think was taken in September/October of 1951 judging by the brand new look of the cars. The first 200 of the 6000’s (the two orders of flat door cars) and the articulated 5000’s were delivered to 63rd lower yard then sent to Throop Street shops to be readied for service. Jackson Park reading is probably just the reading the factory sent them displaying as this series were first assigned to the Ravenswood line."

According to the information I received with this slide, this Jackson Park “L” train is going to the Metropolitan “L” Shops at Racine. But the date given (December 1950) must be wrong, as I doubt whether cars 6149-6150 had yet been delivered to the CTA, much less assigned to the North-South “L”. Perhaps a date of 1952 is more likely. (Truman Hefner Photo) George Trapp writes: “The photo of CTA 6149-6150 just east of Throop Street shops on the old Met Mainline I think was taken in September/October of 1951 judging by the brand new look of the cars. The first 200 of the 6000’s (the two orders of flat door cars) and the articulated 5000’s were delivered to 63rd lower yard then sent to Throop Street shops to be readied for service. Jackson Park reading is probably just the reading the factory sent them displaying as this series were first assigned to the Ravenswood line.”

This is the view looking east from out of the back of a westbound Stock Yards "L" train near the Indiana Avenue station. We see, at left, a northbound train of 4000s on the North-South main line, and, at right, an eastbound Stock Yards train, also made up of 4000s. There were five tracks in all here-- two for the Stock Yards, and three on the main line. The date given was June 1951, but the presence of steel cars on Stock Yards could mean this picture was taken during one of the two political conventions at the International Amphitheatre in July 1952 instead. (Truman Hefner Photo)

This is the view looking east from out of the back of a westbound Stock Yards “L” train near the Indiana Avenue station. We see, at left, a northbound train of 4000s on the North-South main line, and, at right, an eastbound Stock Yards train, also made up of 4000s. There were five tracks in all here– two for the Stock Yards, and three on the main line. The date given was June 1951, but the presence of steel cars on Stock Yards could mean this picture was taken during one of the two political conventions at the International Amphitheatre in July 1952 instead. (Truman Hefner Photo)

CTA 4270 is on the single-track Stock Yards loop. The date provided (June 1950) may not be correct, as 4000s were only used on this line when there were major events happening at the nearby International Amphitheatre at 4220 S. Halsted Street, which seems to be visible at right and has a bunch of flags flying over it. In that case, the date could be July 1952, when both major political parties held their nominating conventions there. (Truman Hefner Photo)

CTA 4270 is on the single-track Stock Yards loop. The date provided (June 1950) may not be correct, as 4000s were only used on this line when there were major events happening at the nearby International Amphitheatre at 4220 S. Halsted Street, which seems to be visible at right and has a bunch of flags flying over it. In that case, the date could be July 1952, when both major political parties held their nominating conventions there. (Truman Hefner Photo)

CTA 4241 and train are on a double-track portion of the Stock Yards line. The presence of a multi-car train of 4000s would suggest that a major event was taking place at the nearby International Amphitheatre. But I am not sure about the June 1950 date-- there were two major conventions in July 1952, so that's a possibility. I'm also not certain that the car number provided with this slide is correct. (Truman Hefner Photo)

CTA 4241 and train are on a double-track portion of the Stock Yards line. The presence of a multi-car train of 4000s would suggest that a major event was taking place at the nearby International Amphitheatre. But I am not sure about the June 1950 date– there were two major conventions in July 1952, so that’s a possibility. I’m also not certain that the car number provided with this slide is correct. (Truman Hefner Photo)

On February 12, 1950, CTA 3148 plus one are westbound at Laramie Avenue on the Lake Street "L", about to descend to ground level. This is where the changeover from third rail to overhead wire took place back then. The changeover point was later moved to the bottom of the ramp circa 1961, when a section of temporary ramp was installed, as part of the project that resulted in the "L" being shifted onto the nearby C&NW embankment west of here in October 1962. This station was removed during the early 1990s rehab the Lake Street line received, but it was replaced by a new station within a few short years. (Truman Hefner Photo)

On February 12, 1950, CTA 3148 plus one are westbound at Laramie Avenue on the Lake Street “L”, about to descend to ground level. This is where the changeover from third rail to overhead wire took place back then. The changeover point was later moved to the bottom of the ramp circa 1961, when a section of temporary ramp was installed, as part of the project that resulted in the “L” being shifted onto the nearby C&NW embankment west of here in October 1962. This station was removed during the early 1990s rehab the Lake Street line received, but it was replaced by a new station within a few short years. (Truman Hefner Photo)

Work car W226 and a Western Pacific box car at the CTA materials handling yard at 39th and Halsted on April 8, 1951. (William C. Hoffman Photo)

Work car W226 and a Western Pacific box car at the CTA materials handling yard at 39th and Halsted on April 8, 1951. (William C. Hoffman Photo)

Don's Rail Photos: "W226, work car, was built by Chicago City Ry in 1908 as CCRy C33. It was renumbered W226 in 1913 and became CSL W226 in 1914. It was retired on January 12, 1955." Here, we see W226 in the CTA yards at 39th and Halsted on April 8, 1951. (William C. Hoffman Photo)

Don’s Rail Photos: “W226, work car, was built by Chicago City Ry in 1908 as CCRy C33. It was renumbered W226 in 1913 and became CSL W226 in 1914. It was retired on January 12, 1955.” Here, we see W226 in the CTA yards at 39th and Halsted on April 8, 1951. (William C. Hoffman Photo)

CTA supply car S201 at South Shops on July 2, 1949. Don's Rail Photos: "S201, supply car, was built by Chicago City Ry in 1908 as CCRy C45. It was renumbered S201 in 1913 and became CSL S201 in 1914. It was retired on September 27, 1956." (William C. Hoffman Photo)

CTA supply car S201 at South Shops on July 2, 1949. Don’s Rail Photos: “S201, supply car, was built by Chicago City Ry in 1908 as CCRy C45. It was renumbered S201 in 1913 and became CSL S201 in 1914. It was retired on September 27, 1956.” (William C. Hoffman Photo)

The view looking northwest at 71st and Marshfield on October 21, 1953, through Bill Hoffman's lens, shows CTA salt cars AA103 and AA89. Don's Rail Photos: "AA103, salt car, was built by South Chicago City Ry in 1907 as SCCRy 338. It was rebuilt in 1907 and became C&SCRy 837 in 1908. It was renumbered 2852 in 1913 and became CSL 2852 in 1914. It was later converted as a salt car and renumbered AA103 in 1948. It was retired on February 17, 1954." And: "AA89, salt car, was built by CUT in 1900 as CUT 4552. It was rebuilt as 1503 in 1911 and became CSL 1503 in 1914. It was rebuilt as salt car and renumbered AA89 on April 15, 1948. It was retired on September 9, 1954."

The view looking northwest at 71st and Marshfield on October 21, 1953, through Bill Hoffman’s lens, shows CTA salt cars AA103 and AA89. Don’s Rail Photos: “AA103, salt car, was built by South Chicago City Ry in 1907 as SCCRy 338. It was rebuilt in 1907 and became C&SCRy 837 in 1908. It was renumbered 2852 in 1913 and became CSL 2852 in 1914. It was later converted as a salt car and renumbered AA103 in 1948. It was retired on February 17, 1954.” And: “AA89, salt car, was built by CUT in 1900 as CUT 4552. It was rebuilt as 1503 in 1911 and became CSL 1503 in 1914. It was rebuilt as salt car and renumbered AA89 on April 15, 1948. It was retired on September 9, 1954.”

Salt cars and snow plows at South Shops on June 15, 1958. Don's Rail Photos: "E57, sweeper, was built by Russell in 1930. It was retired on March 11, 1959." (William C. Hoffman Photo)

Salt cars and snow plows at South Shops on June 15, 1958. Don’s Rail Photos: “E57, sweeper, was built by Russell in 1930. It was retired on March 11, 1959.” (William C. Hoffman Photo)

CTA freight motor Y303 and Western Pacific box car 40077 at the materials handling yard at 39th and Halsted on April 8, 1951. Don's Rail Photos: "Y303. baggage car, was built by C&ST in 1911 as 59. It was renumbered Y303 in 1913 and became CSL Y303 in 1914. It was retired on September 27, 1956." (William C. Hoffman Photo)

CTA freight motor Y303 and Western Pacific box car 40077 at the materials handling yard at 39th and Halsted on April 8, 1951. Don’s Rail Photos: “Y303. baggage car, was built by C&ST in 1911 as 59. It was renumbered Y303 in 1913 and became CSL Y303 in 1914. It was retired on September 27, 1956.” (William C. Hoffman Photo)

Damaged CTA PCC 4055, built by the St. Louis Car Company in 1947, at South Shops on November 11, 1956. (William C. Hoffman Photo)

Damaged CTA PCC 4055, built by the St. Louis Car Company in 1947, at South Shops on November 11, 1956. (William C. Hoffman Photo)

The late William C. Hoffman took this picture of the scrap line at South Shops on June 17, 1955. Most of these cars are Pullman-built PCCs that had recently been retired from service, and were destined to be shipped to the St. Louis Car Company for scrapping and parts recycling, as part of the so-called "PCC Conversion Program" whereby some parts were used in new 6000-series rapid transit cars. Here's what Don's Rail Photos has to say about work car AA104, seen at front: "AA104, salt car, was built by South Chicago City Ry in 1907 as SCCRy 339. It was rebuilt in 1907 and became C&SCRy 838 in 1908. It was renumbered 2853 in 1913 and became CSL 2853 in 1914. It was later converted as a salt car and renumbered AA104 in 1948. It was retired on December 14, 1956." Somehow, 2843 survived, and is now in the Illinois Railway Museum collection.

The late William C. Hoffman took this picture of the scrap line at South Shops on June 17, 1955. Most of these cars are Pullman-built PCCs that had recently been retired from service, and were destined to be shipped to the St. Louis Car Company for scrapping and parts recycling, as part of the so-called “PCC Conversion Program” whereby some parts were used in new 6000-series rapid transit cars. Here’s what Don’s Rail Photos has to say about work car AA104, seen at front: “AA104, salt car, was built by South Chicago City Ry in 1907 as SCCRy 339. It was rebuilt in 1907 and became C&SCRy 838 in 1908. It was renumbered 2853 in 1913 and became CSL 2853 in 1914. It was later converted as a salt car and renumbered AA104 in 1948. It was retired on December 14, 1956.” Somehow, 2843 survived, and is now in the Illinois Railway Museum collection.

North Shore Line car 718 at Lake Bluff on October 19, 1963, having been vandalized several months after the interurban was abandoned.

North Shore Line car 718 at Lake Bluff on October 19, 1963, having been vandalized several months after the interurban was abandoned.

North Shore Line car 712 at Lake Bluff on October 19, 1963, having been vandalized several months after the interurban was abandoned.

North Shore Line car 712 at Lake Bluff on October 19, 1963, having been vandalized several months after the interurban was abandoned.

The old Chicago & North Western station, torn down in the 1980s. (William Shapotkin Collection)

The old Chicago & North Western station, torn down in the 1980s. (William Shapotkin Collection)

I'm not sure who the Swift is in this picture, but it isn't the Skokie Swift. This picture appears much older than 1964, when the Swift started. Perhaps the Swift here was part of the meat-packing family. (William Shapotkin Collection)

I’m not sure who the Swift is in this picture, but it isn’t the Skokie Swift. This picture appears much older than 1964, when the Swift started. Perhaps the Swift here was part of the meat-packing family. (William Shapotkin Collection)

Got that?

Got that?

Chicago Aurora & Elgin express motor 9 at Wheaton on April 2, 1957. Don's Rail Photos: "9 was built by Niles Car in 1907. It was scrapped in 1959." (William Shapotkin Collection)

Chicago Aurora & Elgin express motor 9 at Wheaton on April 2, 1957. Don’s Rail Photos: “9 was built by Niles Car in 1907. It was scrapped in 1959.” (William Shapotkin Collection)

CSL 2564, signed to go to Torrence and 124th. (Edward Frank, Jr. Photo, William Shapotkin Collection) Andre Kristopans: "2564 - Torrence Shuttle south of CWI crossing at 112th looking ne."

CSL 2564, signed to go to Torrence and 124th. (Edward Frank, Jr. Photo, William Shapotkin Collection) Andre Kristopans: “2564 – Torrence Shuttle south of CWI crossing at 112th looking ne.”

CSL 2773 is running northbound on the Cottage Grove route, next to the Illinois Central Electric commuter rail embankment. (William Shapotkin Collection) Mike Franklin adds: "CSL 2773 is northbound on Lake Park Ave at 55th St." And our resident South Side expert M.E. chimes in: "The destination sign reads State-Lake, which leads you to think this car is running northbound. But Cottage Grove Ave. south of 95th St. was on the east side of the Illinois Central tracks. Therefore this car has to be heading south, despite the destination sign. Also, I see only one streetcar track on the street. Ergo, I think this photo was taken at 115th and Cottage Grove, looking north. 115th was the end of the streetcar line, so the motorman had already changed the destination sign for the northbound trip. To return north, the streetcar will turn left on 115th (into the picture), east on 115th to St. Lawrence, north to 111th, west to Cottage Grove, then north." Andre Kristopans: "2773 - Lake Park/56th looking SE."

CSL 2773 is running northbound on the Cottage Grove route, next to the Illinois Central Electric commuter rail embankment. (William Shapotkin Collection) Mike Franklin adds: “CSL 2773 is northbound on Lake Park Ave at 55th St.” And our resident South Side expert M.E. chimes in: “The destination sign reads State-Lake, which leads you to think this car is running northbound. But Cottage Grove Ave. south of 95th St. was on the east side of the Illinois Central tracks. Therefore this car has to be heading south, despite the destination sign. Also, I see only one streetcar track on the street. Ergo, I think this photo was taken at 115th and Cottage Grove, looking north. 115th was the end of the streetcar line, so the motorman had already changed the destination sign for the northbound trip. To return north, the streetcar will turn left on 115th (into the picture), east on 115th to St. Lawrence, north to 111th, west to Cottage Grove, then north.” Andre Kristopans: “2773 – Lake Park/56th looking SE.”

FYI, the picture above seems to be a better match to 55th than 115th. Compare with this picture, from one of our previous posts:

CTA trolley bus 9440, northbound on Lake Park at 56th, in October 1958. Trolley bus service ended on the 51st-55th route on June 21, 1959, exactly one year after the last Chicago streetcar ran. This was the beginning of a 14-year phase out of electric bus service.

CTA trolley bus 9440, northbound on Lake Park at 56th, in October 1958. Trolley bus service ended on the 51st-55th route on June 21, 1959, exactly one year after the last Chicago streetcar ran. This was the beginning of a 14-year phase out of electric bus service.

This enlarged section of the CSL 1941 track map helps explain why there was but one streetcar track on Lake Park near 55th. M.E. writes: "The 1941 CSL track map you sent explains everything. It tells me I was correct to assume there was some sort of loop south and west of the 55th / Lake Park intersection. Keep in mind, though, that the Cottage Grove / 55th St. photo was taken earlier than 1941. The 1941 CSL map shows double trackage along Lake Park Ave., and even to the north and south. All that "new" trackage was put in place to accommodate the 28 Stony Island streetcar route, which by 1941 was running as far north and west as 47th and Cottage Grove (or maybe as far west as the mainline north/south L station at 47th and Prairie. I'm not certain). Route 28 started at 93rd and Stony Island, ran north on Stony Island to 56th St., turned left to duck under the IC tracks, then turned right on Lake Park Ave., north to 47th St., and west from there. Eventually route 28 ran even farther north, all the way into downtown, using Indiana Ave. to Cermak, west to Wabash, north to Grand, and east to Navy Pier. The 1941 CSL map segment also shows the 59th / 61st St. line, which ended at 60th St. and Blackstone Av. The route had to turn north on Blackstone because there was no viaduct on 61st St. under the IC tracks. And the route could not go north of 60th because no road crossed the Midway Plaisance (part of the city's boulevard system) between Dorchester (1400 E.) and Stony Island (1600 E.). So the CSL did what it could to deliver its route 59 passengers as close as possible to the IC's 59th - 60th St. station."

This enlarged section of the CSL 1941 track map helps explain why there was but one streetcar track on Lake Park near 55th. M.E. writes: “The 1941 CSL track map you sent explains everything. It tells me I was correct to assume there was some sort of loop south and west of the 55th / Lake Park intersection. Keep in mind, though, that the Cottage Grove / 55th St. photo was taken earlier than 1941. The 1941 CSL map shows double trackage along Lake Park Ave., and even to the north and south. All that “new” trackage was put in place to accommodate the 28 Stony Island streetcar route, which by 1941 was running as far north and west as 47th and Cottage Grove (or maybe as far west as the mainline north/south L station at 47th and Prairie. I’m not certain). Route 28 started at 93rd and Stony Island, ran north on Stony Island to 56th St., turned left to duck under the IC tracks, then turned right on Lake Park Ave., north to 47th St., and west from there. Eventually route 28 ran even farther north, all the way into downtown, using Indiana Ave. to Cermak, west to Wabash, north to Grand, and east to Navy Pier. The 1941 CSL map segment also shows the 59th / 61st St. line, which ended at 60th St. and Blackstone Av. The route had to turn north on Blackstone because there was no viaduct on 61st St. under the IC tracks. And the route could not go north of 60th because no road crossed the Midway Plaisance (part of the city’s boulevard system) between Dorchester (1400 E.) and Stony Island (1600 E.). So the CSL did what it could to deliver its route 59 passengers as close as possible to the IC’s 59th – 60th St. station.”

CSL 5074, signed to go to both the old Dearborn Street train station and Racine and 87th. (Joe L. Diaz Photo, William Shapotkin Collection) Mike Franklin adds: "CSL 5074 is southbound on Canal St at 24th St." Our resident South Side expert M.E. adds, "As I remember this route (44), southbound, it took Archer Ave. southwest to Canal St., south on Canal to 29th, west a block to Wallace, south to Root St., west to Halsted, south to 47th, west to Racine, south to 87th. Because it parallels a railroad; because the Pennsylvania Railroad headed straight south out of Union Station (which was also on Canal); and because the Pennsy used a bridge that looks like the one in the background, I think this scene is along Canal, somewhere between Archer and 29th." Andre Kristopans: "5074 - Canal/24th looking n."

CSL 5074, signed to go to both the old Dearborn Street train station and Racine and 87th. (Joe L. Diaz Photo, William Shapotkin Collection) Mike Franklin adds: “CSL 5074 is southbound on Canal St at 24th St.” Our resident South Side expert M.E. adds, “As I remember this route (44), southbound, it took Archer Ave. southwest to Canal St., south on Canal to 29th, west a block to Wallace, south to Root St., west to Halsted, south to 47th, west to Racine, south to 87th. Because it parallels a railroad; because the Pennsylvania Railroad headed straight south out of Union Station (which was also on Canal); and because the Pennsy used a bridge that looks like the one in the background, I think this scene is along Canal, somewhere between Archer and 29th.” Andre Kristopans: “5074 – Canal/24th looking n.”

CSL 2512 and another unidentified streetcar. (Edward Frank, Jr. Photo, William Shapotkin Collection) Andre Kristopans: "2512 - 106th/Indianapolis looking E."

CSL 2512 and another unidentified streetcar. (Edward Frank, Jr. Photo, William Shapotkin Collection) Andre Kristopans: “2512 – 106th/Indianapolis looking E.”

CSL 2518 on the far southeast side of Chicago, signed to go to Brandon and Brainard. (Joe L. Diaz Photo, William Shapotkin Collection) Andre Kristopans: "2518 - Calumet Western crossing about 129th looking N."

CSL 2518 on the far southeast side of Chicago, signed to go to Brandon and Brainard. (Joe L. Diaz Photo, William Shapotkin Collection) Andre Kristopans: “2518 – Calumet Western crossing about 129th looking N.”

Hammond, Whiting, & East Chicago car 76 is signed here to go from Indiana into the City of Chicago, an arrangement that ended in 1940. These cars were just about identical to CSL Pullmans. (William Shapotkin Collection) Andre Kristopans: "HWEC 76 - most likely Indianapolis and Exchange at end of line in East Chicago."

Hammond, Whiting, & East Chicago car 76 is signed here to go from Indiana into the City of Chicago, an arrangement that ended in 1940. These cars were just about identical to CSL Pullmans. (William Shapotkin Collection) Andre Kristopans: “HWEC 76 – most likely Indianapolis and Exchange at end of line in East Chicago.”

Chicago & West Towns 124 is at the east end of the Madison Street line, at Austin Boulevard. Riders going into the city could change here for CSL PCC cars. (Joe L. Diaz Photo, William Shapotkin Collection)

Chicago & West Towns 124 is at the east end of the Madison Street line, at Austin Boulevard. Riders going into the city could change here for CSL PCC cars. (Joe L. Diaz Photo, William Shapotkin Collection)

Hammond, Whiting, & East Chicago car 74. (Edward Frank, Jr. Photo, William Shapotkin Collection) Andre Kristopans: "HWEC 74 - further study suggests Hohman near Michigan looking S - note big buildings in distance, seem to match downtown Hammond in street view, and how the power lines go way up in distance, such as crossing a railroad." Mike Franklin writes: "Hammond, Whiting, & East Chicago car 74 is heading west bound on 119th St at New York Ave, Whiting, Indiana. Building behind the car is the Whiting Post Office (still there)."

Hammond, Whiting, & East Chicago car 74. (Edward Frank, Jr. Photo, William Shapotkin Collection) Andre Kristopans: “HWEC 74 – further study suggests Hohman near Michigan looking S – note big buildings in distance, seem to match downtown Hammond in street view, and how the power lines go way up in distance, such as crossing a railroad.” Mike Franklin writes: “Hammond, Whiting, & East Chicago car 74 is heading west bound on 119th St at New York Ave, Whiting, Indiana. Building behind the car is the Whiting Post Office (still there).”

CSL 2594. Don's Rail Photos notes that this car, nicknamed a Robertson, was "built by St Louis Car Co in 1901. It was retired on August 1, 1947." (Edward Frank, Jr. Photo, William Shapotkin Collection) Andre Kristopans: "2594 - 106th crossing BRC and PRR 106th east of Torrence looking E."

CSL 2594. Don’s Rail Photos notes that this car, nicknamed a Robertson, was “built by St Louis Car Co in 1901. It was retired on August 1, 1947.” (Edward Frank, Jr. Photo, William Shapotkin Collection) Andre Kristopans: “2594 – 106th crossing BRC and PRR 106th east of Torrence looking E.”

Chicago & West Towns Railways car 122 is eastbound on Cermak Road at Oak Park Avenue in suburban Berwyn in 1947. (William Shapotkin Collection)

Chicago & West Towns Railways car 122 is eastbound on Cermak Road at Oak Park Avenue in suburban Berwyn in 1947. (William Shapotkin Collection)

CTA one-man streetcar 1781 has just gone under the Chicago & North Western embankment at Lake Street and Pine Avenue, probably not long before the end of trolley service on Route 16 in 1954. 1781 will head west for a few blocks before reaching the end of the line at Austin Boulevard, the city limits. This picture gives a good view of the C&NW signal tower, which apparently served four tracks at that time. The tower is still there, but just with three tracks on the successor Union Pacific, as the CTA Green Line (former Lake Street "L") has shared space there since 1962. (William Shapotkin Collection)

CTA one-man streetcar 1781 has just gone under the Chicago & North Western embankment at Lake Street and Pine Avenue, probably not long before the end of trolley service on Route 16 in 1954. 1781 will head west for a few blocks before reaching the end of the line at Austin Boulevard, the city limits. This picture gives a good view of the C&NW signal tower, which apparently served four tracks at that time. The tower is still there, but just with three tracks on the successor Union Pacific, as the CTA Green Line (former Lake Street “L”) has shared space there since 1962. (William Shapotkin Collection)

The same location in 2019, when the streetcar tracks were finally being removed, after having been unused for 65 years.

The same location in 2019, when the streetcar tracks were finally being removed, after having been unused for 65 years.

Chicago Surface Lines one-man car 3205. I can't make out the route sign. (Joe L. Diaz Photo, William Shapotkin Collection) Andre Kristopans: "3205 - 51st west of Stewart - sign "55th-LAKE PARK" looking W."

Chicago Surface Lines one-man car 3205. I can’t make out the route sign. (Joe L. Diaz Photo, William Shapotkin Collection) Andre Kristopans: “3205 – 51st west of Stewart – sign “55th-LAKE PARK” looking W.”

Philadelphia Transportation Company 8027 on route 38 at the Pennsylvania Railroad's 30th Street Station. (William Shapotkin Collection) Michael Greene writes: "The picture of PTC 8027 was taken on a weekend between June 1955 and September 10 1955. From September 11 1955 to Route 38’s conversion to bus on October 17 1955, PCCs were used on the 38. The car seen on the 38 was what PTC referred to internally as an SER, an 8000-series car that had been redone inside with chrome stanchions, PCC-style lighting, cross seats up front, the wooden seats getting springing and imitation leather covering, and herringbone gearing. The cars that were not redone were called by PTC, internally, as SE, basically staying the same way as they were delivered in 1923 and 1925, aside from having a PTC logo. Those cars were used on the 38, and, after April 11 1948, on the 37, on weekdays. On Sundays (and Saturdays, at some point) remodeled cars were used on the 37 and 38, in both cases, it was until September 11 1955 that PCCs also came to the 37. Their run ended on November 6 1955 when the 37 and 36, an all-surface route, were merged."

Philadelphia Transportation Company 8027 on route 38 at the Pennsylvania Railroad’s 30th Street Station. (William Shapotkin Collection) Michael Greene writes: “The picture of PTC 8027 was taken on a weekend between June 1955 and September 10 1955. From September 11 1955 to Route 38’s conversion to bus on October 17 1955, PCCs were used on the 38. The car seen on the 38 was what PTC referred to internally as an SER, an 8000-series car that had been redone inside with chrome stanchions, PCC-style lighting, cross seats up front, the wooden seats getting springing and imitation leather covering, and herringbone gearing. The cars that were not redone were called by PTC, internally, as SE, basically staying the same way as they were delivered in 1923 and 1925, aside from having a PTC logo. Those cars were used on the 38, and, after April 11 1948, on the 37, on weekdays. On Sundays (and Saturdays, at some point) remodeled cars were used on the 37 and 38, in both cases, it was until September 11 1955 that PCCs also came to the 37. Their run ended on November 6 1955 when the 37 and 36, an all-surface route, were merged.”

A Chicago & North Western train on the Northwest Line at Mayfair on Chicago's northwest side, during construction of the Northwest (now Kennedy) Expressway on February 3, 1960. (William Shapotkin Collection) Andre Kristopans: "CNW on shoofly - Addison looking N." (Mayfair is a neighborhood located within Albany Park on Chicago's northwest side.) Richmond Bates: "The train on the shoofly at Mayfair has a Milwaukee Road diesel, not North Western. Train 15 was the Olympian Hiawatha. I can't identify the specific photo location. The Milwaukee and the C&NW Wisconsin Division crossed at Mayfair which is near Montrose and the Kennedy Expressway. The photo caption mentions Addison which is about a mile away and might be considered the Irving Park neighborhood. If the photo is near the Mayfair crossing, it could be Milwaukee tracks; if it is Addison, then it must be C&NW tracks."

A Chicago & North Western train on the Northwest Line at Mayfair on Chicago’s northwest side, during construction of the Northwest (now Kennedy) Expressway on February 3, 1960. (William Shapotkin Collection) Andre Kristopans: “CNW on shoofly – Addison looking N.” (Mayfair is a neighborhood located within Albany Park on Chicago’s northwest side.) Richmond Bates: “The train on the shoofly at Mayfair has a Milwaukee Road diesel, not North Western. Train 15 was the Olympian Hiawatha. I can’t identify the specific photo location. The Milwaukee and the C&NW Wisconsin Division crossed at Mayfair which is near Montrose and the Kennedy Expressway. The photo caption mentions Addison which is about a mile away and might be considered the Irving Park neighborhood. If the photo is near the Mayfair crossing, it could be Milwaukee tracks; if it is Addison, then it must be C&NW tracks.”

I don't know for certain, but I think this photo of one of the CTA Skokie Swift cars might date to the Blizzard of '79. (William Shapotkin Collection)

I don’t know for certain, but I think this photo of one of the CTA Skokie Swift cars might date to the Blizzard of ’79. (William Shapotkin Collection)

This shows the Met main line at Halsted and Congress, during expressway construction. Here, the bridge over the highway was being built, and Halsted streetcars were using a shoofly. It looks as though a portion of the CTA "L" station is being removed here, as two of the four tracks at this location were in the expressway footprint. The station itself remained in use by Garfield Park trains until June 1958. This picture is from the early 1950s. (Edward Frank, Jr. Photo, William Shapotkin Collection)

This shows the Met main line at Halsted and Congress, during expressway construction. Here, the bridge over the highway was being built, and Halsted streetcars were using a shoofly. It looks as though a portion of the CTA “L” station is being removed here, as two of the four tracks at this location were in the expressway footprint. The station itself remained in use by Garfield Park trains until June 1958. This picture is from the early 1950s. (Edward Frank, Jr. Photo, William Shapotkin Collection)

CTA red car 3200 is on the scrap track at South Shops on January 30, 1954. Don's Rail Photos: "3200 was built by CSL in 1923. It was given experimental multiple-unit equipment. It was rebuilt as (a) one-two man convertible car in 1936." (William C. Hoffman Photo)

CTA red car 3200 is on the scrap track at South Shops on January 30, 1954. Don’s Rail Photos: “3200 was built by CSL in 1923. It was given experimental multiple-unit equipment. It was rebuilt as (a) one-two man convertible car in 1936.” (William C. Hoffman Photo)

West Chicago Street Railway car 4 at South Shops on October 21, 1956. Historical cars were often trotted out for photos during fantrips, and this was no exception. This car was originally built as Chicago Union Traction 4022 in 1895. CSL had it repainted and renumbered in 1934 for the Chicago World's Fair (A Century of Progress). This car is now at the Illinois Railway Museum. (William C. Hoffman Photo)

West Chicago Street Railway car 4 at South Shops on October 21, 1956. Historical cars were often trotted out for photos during fantrips, and this was no exception. This car was originally built as Chicago Union Traction 4022 in 1895. CSL had it repainted and renumbered in 1934 for the Chicago World’s Fair (A Century of Progress). This car is now at the Illinois Railway Museum. (William C. Hoffman Photo)

The interior of West Chicago Street Railway car 4, as it looked on October 21, 1956. It was originally Chicago Union Traction car 4022 and never actually operated on the West Chicago Street Railway. It was renumbered and painted this way by the Chicago Surface Lines in the 1930s. It is now at the Illinois Railway Museum. (William C. Hoffman Photo)

The interior of West Chicago Street Railway car 4, as it looked on October 21, 1956. It was originally Chicago Union Traction car 4022 and never actually operated on the West Chicago Street Railway. It was renumbered and painted this way by the Chicago Surface Lines in the 1930s. It is now at the Illinois Railway Museum. (William C. Hoffman Photo)

North Chicago Street Railway 8 was built in 1859 and pulled by horses. The last horsecars in Chicago were retired in 1906, and thereafter, this car was only used for ceremonial occasions, like parades or the opening of streetcar extensions. While CSL did build some replicas of old cars in the early 1930s, this one is the real deal, and one of the oldest such cars in existence. To show you how confusing some of this history can be, photographer Bill Hoffman wrote on the mount of this October 21, 1956 slide that this was a "replica," which is incorrect.

North Chicago Street Railway 8 was built in 1859 and pulled by horses. The last horsecars in Chicago were retired in 1906, and thereafter, this car was only used for ceremonial occasions, like parades or the opening of streetcar extensions. While CSL did build some replicas of old cars in the early 1930s, this one is the real deal, and one of the oldest such cars in existence. To show you how confusing some of this history can be, photographer Bill Hoffman wrote on the mount of this October 21, 1956 slide that this was a “replica,” which is incorrect.

The interior of replica cable car trailer 209, as it looked on October 21, 1956. While the sign inside the car says it was used on State Street between 1880 and 1906, in actuality, this was built by the Chicago Surface Lines in the early 1930s, although it includes original parts. Mail car 6 is behind this car. That one is original, but may have been renumbered. (William C. Hoffman Photo)

The interior of replica cable car trailer 209, as it looked on October 21, 1956. While the sign inside the car says it was used on State Street between 1880 and 1906, in actuality, this was built by the Chicago Surface Lines in the early 1930s, although it includes original parts. Mail car 6 is behind this car. That one is original, but may have been renumbered. (William C. Hoffman Photo)

The Humboldt Park "L" crossing Humboldt Boulevard in 1949. Where the "L" crossed a boulevard, the Park Board insisted that the structure should be fancier than normal, and so it was here. The view looks to the northeast. (William Shapotkin Collection)

The Humboldt Park “L” crossing Humboldt Boulevard in 1949. Where the “L” crossed a boulevard, the Park Board insisted that the structure should be fancier than normal, and so it was here. The view looks to the northeast. (William Shapotkin Collection)

The Humboldt Park "L" at Western Avenue in 1949. The picture can be dated by one of the posters at the station. (William Shapotkin Collection)

The Humboldt Park “L” at Western Avenue in 1949. The picture can be dated by one of the posters at the station. (William Shapotkin Collection)

The second annual Television and Electrical Living show took place in Chicago in October 1949. This poster is visible in the previous picture.

The second annual Television and Electrical Living show took place in Chicago in October 1949. This poster is visible in the previous picture.

A 2700-series Met car at the St. Louis Avenue station on the Humboldt Park "L", possibly circa 1949. The view looks east. (William Shapotkin Collection)

A 2700-series Met car at the St. Louis Avenue station on the Humboldt Park “L”, possibly circa 1949. The view looks east. (William Shapotkin Collection)

Bill Hoffman's attempt to get a shot of bot a CTA "L" car on Van Buren and red Pullman #531 on Paulina was thwarted in this instance by a passing truck on October 20, 1953. Edward J. Maurath writes: "This picture shows the Van Buren temporary tracks used by the Garfield Park 'L' from 1953-1958. The front of car 2831 is partially obscured by the infamous stop light erected by the CTA to save the expense of installing crossing gates and other crossing signals. I wonder how many of your readers know how frustrating an experience riding on these temporary tracks for approximately 2½ miles was. The system worked like this. For the 2½ miles of temporary tracks there were 15 street crossings. Chicago blocked 5 of them, leaving 10 with these stop-light control systems. They worked like this: normally the light was red and the traffic light systems for the two streets (Van Buren and the cross street) worked normally. When a CTA train stooped for the red light, both street were given a normal cycle and then both streets were given a red light. Then the CTA train light turned to green and remained so until the train had crossed the street. Then the street traffic lights returned to normal use and the CTA train light turned red and remained red until the next train approached. This meant ten lengthy waits at each cross street over the 2½ miles of temporary tracks. To avoid further delays, there were no stops on this 2½ miles of track, but still the constant waiting at each of the ten cross streets was annoying, to say the least. Notice the yellow color of the stop sign for the train. That was the standard color for stop signs until 1954. Also note the color of the train which had not been painted for about 14 years, and has been described as 'two shades of mud'." It's worth noting that the CTA claimed to simply be following the example of the Chicago Aurora & Elgin interurban, which ran in many places without crossing gate protection, although not in an urban area such as this. The CTA was able to speed up the Garfield Park "L" between 1953 and 1958, however, by eliminating several stops, and using faster railcars, to the point where, by the end of the operation, running time from Forest Park to Downtown was the same as it had been before the ground-level operation started.

Bill Hoffman’s attempt to get a shot of bot a CTA “L” car on Van Buren and red Pullman #531 on Paulina was thwarted in this instance by a passing truck on October 20, 1953. Edward J. Maurath writes: “This picture shows the Van Buren temporary tracks used by the Garfield Park ‘L’ from 1953-1958. The front of car 2831 is partially obscured by the infamous stop light erected by the CTA to save the expense of installing crossing gates and other crossing signals. I wonder how many of your readers know how frustrating an experience riding on these temporary tracks for approximately 2½ miles was. The system worked like this. For the 2½ miles of temporary tracks there were 15 street crossings. Chicago blocked 5 of them, leaving 10 with these stop-light control systems. They worked like this: normally the light was red and the traffic light systems for the two streets (Van Buren and the cross street) worked normally. When a CTA train stooped for the red light, both street were given a normal cycle and then both streets were given a red light. Then the CTA train light turned to green and remained so until the train had crossed the street. Then the street traffic lights returned to normal use and the CTA train light turned red and remained red until the next train approached. This meant ten lengthy waits at each cross street over the 2½ miles of temporary tracks. To avoid further delays, there were no stops on this 2½ miles of track, but still the constant waiting at each of the ten cross streets was annoying, to say the least. Notice the yellow color of the stop sign for the train. That was the standard color for stop signs until 1954. Also note the color of the train which had not been painted for about 14 years, and has been described as ‘two shades of mud’.” It’s worth noting that the CTA claimed to simply be following the example of the Chicago Aurora & Elgin interurban, which ran in many places without crossing gate protection, although not in an urban area such as this. The CTA was able to speed up the Garfield Park “L” between 1953 and 1958, however, by eliminating several stops, and using faster railcars, to the point where, by the end of the operation, running time from Forest Park to Downtown was the same as it had been before the ground-level operation started.

For a few months (September 1953 to January 1954), it was possible to catch CTA red cars crossing the temporary Garfield Park "L" right-of-way at Paulina and Van Burn Streets. Photographer William C. Hoffman tried to do just that, with varying degrees of success. Here, on October 20, 1953, we see CTA Pullman 597 heading south. As you can see, the "L" on Paulina was just west of here, but was not then in use. "L" cars last ran there in February 1951, when the Milwaukee-Dearborn Subway opened. But they would soon run there again, when Douglas Park trains were rerouted via a new connection to the Lake Street "L" starting in April 1954-- a connection used now by Pink Line trains. The streetcar is running on Route 9 - Ashland, but is seen on Paulina at this point, because streetcars were not permitted to operate on boulevards, which part of Ashland (between Roosevelt Road and Lake Street) was.

For a few months (September 1953 to January 1954), it was possible to catch CTA red cars crossing the temporary Garfield Park “L” right-of-way at Paulina and Van Burn Streets. Photographer William C. Hoffman tried to do just that, with varying degrees of success. Here, on October 20, 1953, we see CTA Pullman 597 heading south. As you can see, the “L” on Paulina was just west of here, but was not then in use. “L” cars last ran there in February 1951, when the Milwaukee-Dearborn Subway opened. But they would soon run there again, when Douglas Park trains were rerouted via a new connection to the Lake Street “L” starting in April 1954– a connection used now by Pink Line trains. The streetcar is running on Route 9 – Ashland, but is seen on Paulina at this point, because streetcars were not permitted to operate on boulevards, which part of Ashland (between Roosevelt Road and Lake Street) was.

The two CSL experimental pre-PCC cars (4001 and 7001), used as storage sheds, at South Shops in May 16, 1954. (William C. Hoffman Photo)

The two CSL experimental pre-PCC cars (4001 and 7001), used as storage sheds, at South Shops in May 16, 1954. (William C. Hoffman Photo)

This is the portal to the old Van Buren streetcar tunnel at Franklin Street on July 26, 1959. That's a 1957 Chevy, possibly a Bel Air model. (William C. Hoffman Photo)

This is the portal to the old Van Buren streetcar tunnel at Franklin Street on July 26, 1959. That’s a 1957 Chevy, possibly a Bel Air model. (William C. Hoffman Photo)

CSL 2605, built by St. Louis Car Company in 1902, was damaged by fire, and is shown at South Shops on May 16, 1954. (William C. Hoffman Photo)

CSL 2605, built by St. Louis Car Company in 1902, was damaged by fire, and is shown at South Shops on May 16, 1954. (William C. Hoffman Photo)

Looking west from 78th and Perry on April 25, 1954, photographer Bill Hoffman captured this view of streetcars on the scrap line at South Shops. From left to right, a Pullman, car 2605 in bluish green, and a streetcar trailer.

Looking west from 78th and Perry on April 25, 1954, photographer Bill Hoffman captured this view of streetcars on the scrap line at South Shops. From left to right, a Pullman, car 2605 in bluish green, and a streetcar trailer.

CTA red Pullman 460 at South Shops in March 1958. It had been retired in 1954 and was saved for the CTA Historical Collection. In the 1980s, it went to the Illinois Railway Museum. (William C. Hoffman Photo)

CTA red Pullman 460 at South Shops in March 1958. It had been retired in 1954 and was saved for the CTA Historical Collection. In the 1980s, it went to the Illinois Railway Museum. (William C. Hoffman Photo)

The interior of CTA red Pullman 460 in March 1958. By then, it was being stored as part of the CTA Historical Collection, but now it is at the Illinois Railway Museum. (William C. Hoffman Photo)

The interior of CTA red Pullman 460 in March 1958. By then, it was being stored as part of the CTA Historical Collection, but now it is at the Illinois Railway Museum. (William C. Hoffman Photo)

CTA St. Louis-built PCC 7200 at 81st and Halsted in March 1958. (William C. Hoffman Photo) Andre Kristopans: "PCC 7200 - Vincennes at 81st looking NE."

CTA St. Louis-built PCC 7200 at 81st and Halsted in March 1958. (William C. Hoffman Photo) Andre Kristopans: “PCC 7200 – Vincennes at 81st looking NE.”

We are looking east into the lower level of Navy Pier on June 25, 1956. The tracks at right belonged to the Chicago & North Western. At one time, they were joined by Grand Avenue streetcar tracks. (William C. Hoffman Photo)

We are looking east into the lower level of Navy Pier on June 25, 1956. The tracks at right belonged to the Chicago & North Western. At one time, they were joined by Grand Avenue streetcar tracks. (William C. Hoffman Photo)

Northbound CTA 5573, built by Kuhlman in 1907, is on Paulina at Van Buren on October 29, 1950. Just short of three years later, Garfield Park "L" trains would be re-routed into the south half of Van Buren Street. The streetcar is operating on Route 9 - Ashland. (William C. Hoffman Photo)

Northbound CTA 5573, built by Kuhlman in 1907, is on Paulina at Van Buren on October 29, 1950. Just short of three years later, Garfield Park “L” trains would be re-routed into the south half of Van Buren Street. The streetcar is operating on Route 9 – Ashland. (William C. Hoffman Photo)

The color films available in 1958 were very slow compared to today, and not well suited for night photography. But that didn't stop Bill Hoffman from using Ektachrome for this shot of CTA PCC 7216 on Wentworth at Cermak in Chinatown on April 30, 1958.

The color films available in 1958 were very slow compared to today, and not well suited for night photography. But that didn’t stop Bill Hoffman from using Ektachrome for this shot of CTA PCC 7216 on Wentworth at Cermak in Chinatown on April 30, 1958.

CTA 4408 is on the loop at 80th and Vincennes in March 1958. (William C. Hoffman Photo)

CTA 4408 is on the loop at 80th and Vincennes in March 1958. (William C. Hoffman Photo)

The same location today.

The same location today.

William C. Hoffman captured this view looking east along 63rd Place from Mulligan Avenue on May 19, 1953. He noted on this slide that the last streetcar ran on 63rd on May 23rd. CTA had wanted to convert this line to one-man operation, but there was local opposition on the west end of the line, so buses were substituted instead. This is now a residential area, and the buses ran on 63rd Street a short distance north of here.

William C. Hoffman captured this view looking east along 63rd Place from Mulligan Avenue on May 19, 1953. He noted on this slide that the last streetcar ran on 63rd on May 23rd. CTA had wanted to convert this line to one-man operation, but there was local opposition on the west end of the line, so buses were substituted instead. This is now a residential area, and the buses ran on 63rd Street a short distance north of here.

The same location today.

The same location today.

The view looking east from 63rd Place and Nagle on May 19, 1953. Red Pullman 321 is on the loop at the west end of the 63rd Street line. Until 1948, streetcar service had continued west from here, as you can see from the tracks. (William C. Hoffman Photo)

The view looking east from 63rd Place and Nagle on May 19, 1953. Red Pullman 321 is on the loop at the west end of the 63rd Street line. Until 1948, streetcar service had continued west from here, as you can see from the tracks. (William C. Hoffman Photo)

The view looking east from 63rd Place and Natchez on May 19, 1953. The tracks in the foreground ran to nearby Summit/Argo a mile or so west of here. (William C. Hoffman Photo)

The view looking east from 63rd Place and Natchez on May 19, 1953. The tracks in the foreground ran to nearby Summit/Argo a mile or so west of here. (William C. Hoffman Photo)

CTA red Pullman 225 at Limits car barn at Clark and Schubert on a November 11, 1956 fantrip. (William C. Hoffman Photo)

CTA red Pullman 225 at Limits car barn at Clark and Schubert on a November 11, 1956 fantrip. (William C. Hoffman Photo)

The herald of Central Electric Railfans' Association, hanging on CTA red Pullman 225 on an October 21, 1956 fantrip. When last seen, this item was in the possession of the late John Marton. Car 225 went to Seashore Trolley Museum in Maine in 1957. (William C. Hoffman Photo)

The herald of Central Electric Railfans’ Association, hanging on CTA red Pullman 225 on an October 21, 1956 fantrip. When last seen, this item was in the possession of the late John Marton. Car 225 went to Seashore Trolley Museum in Maine in 1957. (William C. Hoffman Photo)

William C. Hoffman called this photo, taken at South Shops on November 11, 1956, the "twilight of the trolley."

William C. Hoffman called this photo, taken at South Shops on November 11, 1956, the “twilight of the trolley.”

CTA red Pullman 225 at South Shops on October 21, 1956. This was an early Ektachrome slide that had faded to red, and I wasn't able to bring the color back completely to normal. Ektachrome was not as sharp as Kodachrome in these days, but had a film speed of 32, faster than Kodachrome's ASA 10. (William C. Hoffman Photo)

CTA red Pullman 225 at South Shops on October 21, 1956. This was an early Ektachrome slide that had faded to red, and I wasn’t able to bring the color back completely to normal. Ektachrome was not as sharp as Kodachrome in these days, but had a film speed of 32, faster than Kodachrome’s ASA 10. (William C. Hoffman Photo)

The interior of CTA red Pullman 225, as it looked on an October 21, 1956 fantrip. (William C. Hoffman Photo)

The interior of CTA red Pullman 225, as it looked on an October 21, 1956 fantrip. (William C. Hoffman Photo)

Don's Rail Photos: "AA94, salt car, was built by Jewett in 1903. #148, as SCCRy 322. It became Calumet & South Chicago Ry 827 in 1908 and renumbered 2842 in 1913. It became CSL 2842 in 1914 and rebuilt as one man service in 1926. It was later converted as a salt car. It was renumbered AA94 in 1948 and retired on August 17, 1951." Here it is at South Shops on July 2, 1949. (William C. Hoffman Photo)

Don’s Rail Photos: “AA94, salt car, was built by Jewett in 1903. #148, as SCCRy 322. It became Calumet & South Chicago Ry 827 in 1908 and renumbered 2842 in 1913. It became CSL 2842 in 1914 and rebuilt as one man service in 1926. It was later converted as a salt car. It was renumbered AA94 in 1948 and retired on August 17, 1951.” Here it is at South Shops on July 2, 1949. (William C. Hoffman Photo)

"Old retired CTA streetcars at 78th and Vincennes on June 26, 1958." When streetcar service ended in Chicago, there were approximately 26 PCCs left, none of which were used in the so-called "conversion program" that stripped parts from streetcars for use on 6000-series rapid transit cars. These PCCs, with the sole exception of 4391, we simply scrapped outright. And despite the perception that they were "old," these cars were only between 10 and 12 years old when taken out of service. (William C. Hoffman Photo)

“Old retired CTA streetcars at 78th and Vincennes on June 26, 1958.” When streetcar service ended in Chicago, there were approximately 26 PCCs left, none of which were used in the so-called “conversion program” that stripped parts from streetcars for use on 6000-series rapid transit cars. These PCCs, with the sole exception of 4391, we simply scrapped outright. And despite the perception that they were “old,” these cars were only between 10 and 12 years old when taken out of service. (William C. Hoffman Photo)

CTA PCC 7175 on Western Avenue on October 31, 1950. (William C. Hoffman Photo)

CTA PCC 7175 on Western Avenue on October 31, 1950. (William C. Hoffman Photo)

William C. Hoffman took this picture looking northeast into the CTA yards at South Shops on December 21, 1958, six months after the last Chicago streetcar ran. Red Pullman 144 (now at the Illinois Railway Museum) is in the distance.

William C. Hoffman took this picture looking northeast into the CTA yards at South Shops on December 21, 1958, six months after the last Chicago streetcar ran. Red Pullman 144 (now at the Illinois Railway Museum) is in the distance.

Bill Hoffman took this picture of the Chicago Surface Lines logo on a work streetcar on June 15, 1958 at South Shops, less than a week before the last Chicago streetcar ran.

Bill Hoffman took this picture of the Chicago Surface Lines logo on a work streetcar on June 15, 1958 at South Shops, less than a week before the last Chicago streetcar ran.

Experimental CSL pre-PCC streetcar 4001 being used for storage at South Shops on December 18, 1955. It is now at the Illinois Railway Museum. (William C. Hoffman Photo)

Experimental CSL pre-PCC streetcar 4001 being used for storage at South Shops on December 18, 1955. It is now at the Illinois Railway Museum. (William C. Hoffman Photo)

Old CTA/CSL buses and trailers awaiting scrapping at South Shops on April 10, 1955, including (from left to right) trolley bus 9114, gas bus RA-308(?), trolley bus 9071, and streetcar trailer 8013. (William C. Hoffman Photo) Andre Kristopans: "Red salt/sleet bus BA108."

Old CTA/CSL buses and trailers awaiting scrapping at South Shops on April 10, 1955, including (from left to right) trolley bus 9114, gas bus RA-308(?), trolley bus 9071, and streetcar trailer 8013. (William C. Hoffman Photo) Andre Kristopans: “Red salt/sleet bus BA108.”

CSL trailer 9020 at South Shops on October 21, 1956. (William C. Hoffman Photo)

CSL trailer 9020 at South Shops on October 21, 1956. (William C. Hoffman Photo)

CSL trailer 9020 at South Shops on October 21, 1956. (William C. Hoffman Photo)

CSL trailer 9020 at South Shops on October 21, 1956. (William C. Hoffman Photo)

CSL trailer 8013 at South Shops in March 1958. (William C. Hoffman Photo)

CSL trailer 8013 at South Shops in March 1958. (William C. Hoffman Photo)

CSL trailer 8023 at South Shops on November 11, 1956. (William C. Hoffman Photo)

CSL trailer 8023 at South Shops on November 11, 1956. (William C. Hoffman Photo)

BMT 8000 was the prototype of an intended series of 50 such articulated compartment cars, intended to be built by Clark Manufacturing in Michigan for the Brooklyn-Manhattan Transit Company in 1939. These "Bluebirds" were planned for use as "fast locals" on BMT's elevated and subway lines, that could easily keep up with older cars running in express service. However, when the City of New York purchased BMT in 1940, they cancelled the contract, only taking delivery on this prototype and the five sets that were already under construction. They were retired and scrapped in 1956, but were the first rapid transit cars that used PCC technology, and inspired the first postwar cars built for Chicago.

BMT 8000 was the prototype of an intended series of 50 such articulated compartment cars, intended to be built by Clark Manufacturing in Michigan for the Brooklyn-Manhattan Transit Company in 1939. These “Bluebirds” were planned for use as “fast locals” on BMT’s elevated and subway lines, that could easily keep up with older cars running in express service. However, when the City of New York purchased BMT in 1940, they cancelled the contract, only taking delivery on this prototype and the five sets that were already under construction. They were retired and scrapped in 1956, but were the first rapid transit cars that used PCC technology, and inspired the first postwar cars built for Chicago.

Keep those cards and letters coming in, folks!

-David Sadowski

Chicago’s Lost “L”s Online Presentation

We recently gave an online presentation about our book Chicago’s Lost “L”s for the Chicago Public Library, as part of their One Book, One Chicago series. You can watch this online by following this link.

The Trolley Dodger On the Air

We appeared on the Dave Plier Show on WGN radio on July 16, 2021, to discuss Chicago’s Lost “L”s. You can hear that discussion here.

Our Latest Book, Now Available:

Chicago’s Lost “L”s

From the back cover:

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

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

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

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

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

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

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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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Trick or Treat

Milwaukee Electric 948, as seen from the rear of car 900, on July 16, 1952. Darrick Vormann adds, "Great shot, looks like #10 turning off of 68th St. headed to West Allis." Larry Sakar: "Photo aaa756 showing the Wells-West Allis westbound streetcar completing the turn from southbound S. 68th Street onto the continuation of the private r.o.w. was also part of Phase III (in Milwaukee Rapid Transit construction in the late 1920s). The 68th Street Rapid Transit station would have been to the left of the streetcar atop the r.o.w. Where the streetcar is seen is today part of the 68th St. off ramp from eastbound I-94, the East-West Freeway. Look slightly left in the background and you can see a bit of the large abutment that carried the two bridges of the Rapid Transit line over S. 68th St. To the left of it, streetcars came down or climbed up a ramp on the embankment to or from the p.r.o.w. This was a favorite place for pranksters. They would soap or oil the track climbing up to the top of the embankment and then hide nearby and get their kicks watching the streetcar try to climb on the soaped or oiled rails."

Milwaukee Electric 948, as seen from the rear of car 900, on July 16, 1952. Darrick Vormann adds, “Great shot, looks like #10 turning off of 68th St. headed to West Allis.” Larry Sakar: “Photo aaa756 showing the Wells-West Allis westbound streetcar completing the turn from southbound S. 68th Street onto the continuation of the private r.o.w. was also part of Phase III (in Milwaukee Rapid Transit construction in the late 1920s). The 68th Street Rapid Transit station would have been to the left of the streetcar atop the r.o.w. Where the streetcar is seen is today part of the 68th St. off ramp from eastbound I-94, the East-West Freeway. Look slightly left in the background and you can see a bit of the large abutment that carried the two bridges of the Rapid Transit line over S. 68th St. To the left of it, streetcars came down or climbed up a ramp on the embankment to or from the p.r.o.w. This was a favorite place for pranksters. They would soap or oil the track climbing up to the top of the embankment and then hide nearby and get their kicks watching the streetcar try to climb on the soaped or oiled rails.”

As this is Halloween, we have lots of treats for you, and hopefully, not too many tricks. Our latest batch of classic traction pictures also features lots of trains in fall colors, both here in Chicago, and in Milwaukee.

-David Sadowski

PS- You might also like our Trolley Dodger Facebook auxiliary, a private group that now has 519 members.

Recent Finds

Chicago & West Towns car 161. The slide says this is in Brookfield.

Chicago & West Towns car 161. The slide says this is in Brookfield.

Chicago & West Towns 156. The slide says this is in Brookfield, but it looks like it could be on Woodside in Riverside.

Chicago & West Towns 156. The slide says this is in Brookfield, but it looks like it could be on Woodside in Riverside.

The caption on this slide mount says, "Dad, David, Bev and Mom entering the El on November 23, 1962." The location is the at 242-Van Cortlandt Park on the IRT Broadway Line in the Bronx. The station is still there.

The caption on this slide mount says, “Dad, David, Bev and Mom entering the El on November 23, 1962.” The location is the at 242-Van Cortlandt Park on the IRT Broadway Line in the Bronx. The station is still there.

Pittsburgh Railways 1693 on the Fineview line in September 1965.

Pittsburgh Railways 1693 on the Fineview line in September 1965.

A North Shore Line train at North Chicago Junction on January 20, 1963, the last full day of service before abandonment.

A North Shore Line train at North Chicago Junction on January 20, 1963, the last full day of service before abandonment.

The Aurora and Elgin station in Wheaton on June 14, 1960, nearly three years after passenger service ended, and a year after the last freight train ran.

The Aurora and Elgin station in Wheaton on June 14, 1960, nearly three years after passenger service ended, and a year after the last freight train ran.

The CA&E station at Lakewood on June 14, 1960. The line had been abandoned, but was still largely intact, yet could not be saved.

The CA&E station at Lakewood on June 14, 1960. The line had been abandoned, but was still largely intact, yet could not be saved.

One of the two former North Shore Line Electroliners, just after it had been delivered to the Red Arrow's Philadelphia & Western line at the 69th Street terminal. The slide was processed in January 1964, but by then, the two trainsets had been repainted and reconfigured into Liberty Liners and were put into service on the 13-mile line to Norristown. So this was taken a few months earlier, possibly September 1963. Notice the North Shore Line emblem on the front of the train has been removed.

One of the two former North Shore Line Electroliners, just after it had been delivered to the Red Arrow’s Philadelphia & Western line at the 69th Street terminal. The slide was processed in January 1964, but by then, the two trainsets had been repainted and reconfigured into Liberty Liners and were put into service on the 13-mile line to Norristown. So this was taken a few months earlier, possibly September 1963. Notice the North Shore Line emblem on the front of the train has been removed.

The interior of Milwaukee streetcar 918 on September 5, 1954. (William C. Hoffman Photo)

The interior of Milwaukee streetcar 918 on September 5, 1954. (William C. Hoffman Photo)

Milwaukee County Stadium on October 6, 1957, during Game 4 of the World Series between the Milwaukee Braves and New York Yankees. The Braves came from behind to win the game 7-5 in the bottom of the 10th inning, via what we now call a "walk off" home run by Eddie Mathews. Warren Spahn was the winning pitcher, and the Braves went on to win the series, four games to three. The same two teams faced off in the 1958 series, which was won by the Yankees in seven games. Attendance at this game was 45,804 and the park was still served by streetcars in 1957 (but not the following year). (William C. Hoffman Photo)

Milwaukee County Stadium on October 6, 1957, during Game 4 of the World Series between the Milwaukee Braves and New York Yankees. The Braves came from behind to win the game 7-5 in the bottom of the 10th inning, via what we now call a “walk off” home run by Eddie Mathews. Warren Spahn was the winning pitcher, and the Braves went on to win the series, four games to three. The same two teams faced off in the 1958 series, which was won by the Yankees in seven games. Attendance at this game was 45,804 and the park was still served by streetcars in 1957 (but not the following year). (William C. Hoffman Photo)

According to the slide mount, this shows an expansion joint in the streetcar tracks near County Stadium in Milwaukee, where several streetcars are parked during the fourth game of the World Series between the Milwaukee Braves and the New York Yankees on October 6, 1957. (William C. Hoffman Photo) Larry Sakar adds: "Great picture aaa732 of streetcars on the stadium spur in Calvary Cemetery cut. The cut was started in 1926 as part of Phase III of the Rapid Transit Line construction project officially known as the "Fairview Ave. Grade Separation Project." This phase was completed in late 1928, and construction on Phase IV The City of Milwaukee Rapid Transit Line between 8th & Hibernia Streets and 40th Street was started. It would take until 9-22-30 for it to be completed. As you know, Phase V, the subway to the Public Service Building had some preliminary work done but was never completed. Looking at the photo of the spur, I feel that the spur was a bit more to the south then when the Rapid Transit was running. The eastbound Rapid Transit track would have been next to the fence to the left but there doesn't look like there was enough room for a fourth track in this photo. The cut still exists but it is so overgrown with weeds and brush that it is barely recognizable. I have a photo taken by Mr. Dan Lee of the Milwaukee Public library Humanities Dept. in 2016 which I'll send you and you'll see what I mean about it being overgrown."

According to the slide mount, this shows an expansion joint in the streetcar tracks near County Stadium in Milwaukee, where several streetcars are parked during the fourth game of the World Series between the Milwaukee Braves and the New York Yankees on October 6, 1957. (William C. Hoffman Photo) Larry Sakar adds: “Great picture aaa732 of streetcars on the stadium spur in Calvary Cemetery cut. The cut was started in 1926 as part of Phase III of the Rapid Transit Line construction project officially known as the “Fairview Ave. Grade Separation Project.” This phase was completed in late 1928, and construction on Phase IV The City of Milwaukee Rapid Transit Line between 8th & Hibernia Streets and 40th Street was started. It would take until 9-22-30 for it to be completed. As you know, Phase V, the subway to the Public Service Building had some preliminary work done but was never completed. Looking at the photo of the spur, I feel that the spur was a bit more to the south then when the Rapid Transit was running. The eastbound Rapid Transit track would have been next to the fence to the left but there doesn’t look like there was enough room for a fourth track in this photo. The cut still exists but it is so overgrown with weeds and brush that it is barely recognizable. I have a photo taken by Mr. Dan Lee of the Milwaukee Public library Humanities Dept. in 2016 which I’ll send you and you’ll see what I mean about it being overgrown.”

A Milwaukee trolley bus is on National Avenue on May 30, 1963. We are looking north on 6th Street, where North Shore Line interurban trains had run until January 21, 1963. The last Milwaukee trolley bus operated in 1965. (William C. Hoffman Photo)

A Milwaukee trolley bus is on National Avenue on May 30, 1963. We are looking north on 6th Street, where North Shore Line interurban trains had run until January 21, 1963. The last Milwaukee trolley bus operated in 1965. (William C. Hoffman Photo)

Fans pushing bus 255 at the Cold Springs Shops at 35th and McKinley on November 4, 1962. (William C. Hoffman Photo)

Fans pushing bus 255 at the Cold Springs Shops at 35th and McKinley on November 4, 1962. (William C. Hoffman Photo)

Fans pushing bus 255 at the Cold Springs Shops at 35th and McKinley on November 4, 1962. (William C. Hoffman Photo)

Fans pushing bus 255 at the Cold Springs Shops at 35th and McKinley on November 4, 1962. (William C. Hoffman Photo)

"Streetliner" bus 886 at the National Railway Museum in Green Bay, WI on September 22, 1963. (William C. Hoffman Photo)

“Streetliner” bus 886 at the National Railway Museum in Green Bay, WI on September 22, 1963. (William C. Hoffman Photo)

The art glass window of the Flint and Pere Marquette Railroad at Fowler and Plankinton in Milwaukee on May 30, 1963. (William C. Hoffman Photo)

The art glass window of the Flint and Pere Marquette Railroad at Fowler and Plankinton in Milwaukee on May 30, 1963. (William C. Hoffman Photo)

On December 4, 1949, Milwaukee Electric car 1121 was operated on the North Shore Line for a fantrip. Here it is at the Oklahoma stop on an embankment in Milwaukee, WI. (William C. Hoffman Photo)

On December 4, 1949, Milwaukee Electric car 1121 was operated on the North Shore Line for a fantrip. Here it is at the Oklahoma stop on an embankment in Milwaukee, WI.
(William C. Hoffman Photo)

Speedrail car 66 at West Junction on June 14, 1951, not long before the entire interurban line was abandoned.

Speedrail car 66 at West Junction on June 14, 1951, not long before the entire interurban line was abandoned.

Speedrail car 66 in Milwaukee on June 14, 1951.

Speedrail car 66 in Milwaukee on June 14, 1951.

Speedrail car 66 at the Hales Corners loop on June 14, 1951.

Speedrail car 66 at the Hales Corners loop on June 14, 1951.

Milwaukee Electric cars 979 and 914 on private right-of-way on the west side of Milwaukee on May 16, 1953. (William C. Hoffman Photo)

Milwaukee Electric cars 979 and 914 on private right-of-way on the west side of Milwaukee on May 16, 1953. (William C. Hoffman Photo)

Wisconsin Electric Power Company loco L-9 at the Lakeside power plant on June 12, 1955. (William C. Hoffman Photo)

Wisconsin Electric Power Company loco L-9 at the Lakeside power plant on June 12, 1955.
(William C. Hoffman Photo)

Milwaukee Rapid Transit and Speedrail articulated car 50 on Everett Street at the Milwaukee terminal on June 17, 1951. (William C. Hoffman Photo)

Milwaukee Rapid Transit and Speedrail articulated car 50 on Everett Street at the Milwaukee terminal on June 17, 1951.
(William C. Hoffman Photo)

Speedrail heavyweight cars 1193 and 1192 at the Milwaukee terminal on July 4, 1950. 1192 was wrecked less than two months later. The heavyweight cars were only used during rush hours. (William C. Hoffman Photo)

Speedrail heavyweight cars 1193 and 1192 at the Milwaukee terminal on July 4, 1950.
1192 was wrecked less than two months later. The heavyweight cars were only used during rush hours. (William C. Hoffman Photo)

The old interurban and rapid transit terminal at 2nd and Michigan Streets in Milwaukee on August 27, 1961. (William C. Hoffman Photo)

The old interurban and rapid transit terminal at 2nd and Michigan Streets in Milwaukee on August 27, 1961. (William C. Hoffman Photo)

Double-pole streetcar 801 is at the Fond Du Lac station in Milwaukee on May 4, 1958. (William C. Hoffman Photo)

Double-pole streetcar 801 is at the Fond Du Lac station in Milwaukee on May 4, 1958. (William C. Hoffman Photo)

On August 2, 1964, Milwaukee streetcar 978 is on static display at the Mid-Continent Railway Museum in North Freedom, WI. After moving around to several places after its 1958 retirement, car 978 is now at the East Troy Electric Railroad. (William C. Hoffman Photo)

On August 2, 1964, Milwaukee streetcar 978 is on static display at the Mid-Continent Railway Museum in North Freedom, WI. After moving around to several places after its 1958 retirement, car 978 is now at the East Troy Electric Railroad. (William C. Hoffman Photo)

The view west along the old Milwaukee Electric right-of-way over the North Shore Line in south Milwaukee on September 9, 1962. (William C. Hoffman Photo)

The view west along the old Milwaukee Electric right-of-way over the North Shore Line in south Milwaukee on September 9, 1962. (William C. Hoffman Photo)

Speedrail snow plow U-5 is at the Milwaukee terminal on June 17. 1951. (William C. Hoffman Photo)

Speedrail snow plow U-5 is at the Milwaukee terminal on June 17. 1951. (William C. Hoffman Photo)

Old heavyweight Milwaukee Electric steel car 1115, later operated under Speedrail, is shown at the Everett Street terminal in Milwaukee on June 17, 1951. (William C. Hoffman Photo)

Old heavyweight Milwaukee Electric steel car 1115, later operated under Speedrail, is shown at the Everett Street terminal in Milwaukee on June 17, 1951. (William C. Hoffman Photo)

On July 4, 1950, several Speedrail cars are shown at the Milwaukee terminal. Car 1192, at right, was involved in a head-on collision on September 2, 1950. (William C. Hoffman Photo)

On July 4, 1950, several Speedrail cars are shown at the Milwaukee terminal. Car 1192, at right, was involved in a head-on collision on September 2, 1950. (William C. Hoffman Photo)

Milwaukee Electric (aka Speedrail) car 1115 is at the Waukesha loop on July 16, 1950.

Milwaukee Electric (aka Speedrail) car 1115 is at the Waukesha loop on July 16, 1950.

On June 14, 1951, Speedrail car 66 is at the Waukesha loop. Refurbishing this curved-sided car, originally built by the Cincinnati Car Company and purchased used from Lehigh Valley Transit, was a last-ditch effort to save the line. Unfortunately, this car only ran in Milwaukee for a few weeks before the line quit.

On June 14, 1951, Speedrail car 66 is at the Waukesha loop. Refurbishing this curved-sided car, originally built by the Cincinnati Car Company and purchased used from Lehigh Valley Transit, was a last-ditch effort to save the line. Unfortunately, this car only ran in Milwaukee for a few weeks before the line quit.

Speedrail car 1192, which was heavily damaged in a horrific head-on collision, as it appeared in September 1951.

Speedrail car 1192, which was heavily damaged in a horrific head-on collision, as it appeared in September 1951.

Speedrail car 62 leaves the Milwaukee terminal on June 14, 1951.

Speedrail car 62 leaves the Milwaukee terminal on June 14, 1951.

Milwaukee Electric 801 is on the Wells Street trestle on May 6, 1950.

Milwaukee Electric 801 is on the Wells Street trestle on May 6, 1950.

Milwaukee Electric car 801, equipped with two trolley poles, is at the Fond Du Lac barns on September 5, 1954.

Milwaukee Electric car 801, equipped with two trolley poles, is at the Fond Du Lac barns on September 5, 1954.

On May 22, 1955, Milwaukee Electric loco L10 and some hopper cars are on the #10 route.

On May 22, 1955, Milwaukee Electric loco L10 and some hopper cars are on the #10 route.

On May 16, 1953, Milwaukee Electric 921 is on the long trestle on the line to Wauwatosa.

On May 16, 1953, Milwaukee Electric 921 is on the long trestle on the line to Wauwatosa.

Milwaukee Electric 994 is on the Howell line in Milwaukee on August 12, 1955.

Milwaukee Electric 994 is on the Howell line in Milwaukee on August 12, 1955.

Milwaukee streetcar 962 is on the West Allis route on September 14, 1953.

Milwaukee streetcar 962 is on the West Allis route on September 14, 1953.

Chicago Aurora and Elgin car 407 at Green Valley in Lombard at Brewster Avenue.

Chicago Aurora and Elgin car 407 at Green Valley in Lombard at Brewster Avenue.

CA&E car 411 heads up a train in Wheaton.

CA&E car 411 heads up a train in Wheaton.

CTA 2891 is heading west, crossing First Avenue in suburban Maywood in November 1951. The Refiner's Pride gas station at rear was run by "Montana Charlie" Reid. He operated a chain of such stations in the western suburbs here. He also owned Montana Charlie's Chuck Wagon, a restaurant in Villa Park. Although Charlie himself is long gone (he died in the early 1980s), his name is still used on a flea market in Bolingbrook, Montana Charlie's Little America. (Truman Hefner Photo)

CTA 2891 is heading west, crossing First Avenue in suburban Maywood in November 1951. The Refiner’s Pride gas station at rear was run by “Montana Charlie” Reid. He operated a chain of such stations in the western suburbs here. He also owned Montana Charlie’s Chuck Wagon, a restaurant in Villa Park. Although Charlie himself is long gone (he died in the early 1980s), his name is still used on a flea market in Bolingbrook, Montana Charlie’s Little America. (Truman Hefner Photo)

The Refiner's Pride gas station on first Avenue in Maywood was part of a chain that included this location in Forest Park, and included a small convenience store. The Forest Park location is still in business as Refiners Citgo. (Forest Park Review Photo)

The Refiner’s Pride gas station on first Avenue in Maywood was part of a chain that included this location in Forest Park, and included a small convenience store. The Forest Park location is still in business as Refiners Citgo. (Forest Park Review Photo)

From the Chicago Tribune, September 19, 2004: "As for the real Montana Charlie, he is described as an exciting character with a colorful, almost improbable background. Montana Charlie Reid "was born and raised on the North Side of Chicago but while in his early teens, during the previous turn of the century [19th to the 20th], he yearned to be a cowboy," Donahue says. "So he got on his horse and rode it all the way to Montana, where he got a job on a ranch. "He learned trick riding and became involved with traveling carnivals and circus acts. As he went through life, he tried his hand at various other things -- including chauffeuring an oil tycoon. When his employer died, he left his estate to Montana Charlie."

From the Chicago Tribune, September 19, 2004: “As for the real Montana Charlie, he is described as an exciting character with a colorful, almost improbable background. Montana Charlie Reid “was born and raised on the North Side of Chicago but while in his early teens, during the previous turn of the century [19th to the 20th], he yearned to be a cowboy,” Donahue says. “So he got on his horse and rode it all the way to Montana, where he got a job on a ranch.
“He learned trick riding and became involved with traveling carnivals and circus acts. As he went through life, he tried his hand at various other things — including chauffeuring an oil tycoon. When his employer died, he left his estate to Montana Charlie.”

CTA 2920 at the ground level Harrison Street station on the Westchester route in May 1951. (Truman Hefner Photo)

CTA 2920 at the ground level Harrison Street station on the Westchester route in May 1951.
(Truman Hefner Photo)

CTA 2889 heads south into an open cut near the Roosevelt Road station in March 1951, while passing several cars in storage nearby. (Truman Hefner Photo)

CTA 2889 heads south into an open cut near the Roosevelt Road station in March 1951, while passing several cars in storage nearby.
(Truman Hefner Photo)

CTA 2863 is at the Roosevelt Road station on the Westchester line in April 1951. (Truman Hefner Photo)

CTA 2863 is at the Roosevelt Road station on the Westchester line in April 1951. (Truman Hefner Photo)