CA&E Rarities

I recently purchased a medium format color negative, showing a three-car Chicago Aurora and Elgin train (cars 455, 420, and 424) at the Forest Park Terminal, some time between 1953 and 1957. The interurban ended here then, and riders had to change trains and take the CTA downtown. Color negative film was much less popular, apparently, than color slides when this picture was taken. In general, color quality and sharpness was not as good. In this case, there are variations in color based on the uneven fading of the colored film base over nearly 70 years. Colored film base was added to negatives to keep the film from becoming too contrasty. Since making a print from a negative is a two-step process, contrast is naturally increased when a print is made. When prints are made from slides, there is also an increase in contrast, but in the computer age, these issues are much more manageable. We are looking to the northeast.

I recently purchased a medium format color negative, showing a three-car Chicago Aurora and Elgin train (cars 455, 420, and 424) at the Forest Park Terminal, some time between 1953 and 1957. The interurban ended here then, and riders had to change trains and take the CTA downtown.
Color negative film was much less popular, apparently, than color slides when this picture was taken. In general, color quality and sharpness was not as good. In this case, there are variations in color based on the uneven fading of the colored film base over nearly 70 years. Colored film base was added to negatives to keep the film from becoming too contrasty. Since making a print from a negative is a two-step process, contrast is naturally increased when a print is made. When prints are made from slides, there is also an increase in contrast, but in the computer age, these issues are much more manageable. We are looking to the northeast.

The Chicago Aurora and Elgin interurban is the subject of our next book. We will leave no stone unturned, in our efforts to make the best possible book for our readers. Today, we are featuring just a few of the pictures we have collected for possible inclusion. Many of these are vintage CA&E company photos.

The high temperature was 70 degrees (low 57) with lots of sun in Chicago on Monday, April 18, 1938. The CA&E was in receivership at this time and would not emerge from bankruptcy until after World War II. Apparently, the receiver needed detailed documentation of the railroad’s facilities. A photographer, armed with an 8×10 view camera, was dispatched to take lots of pictures, which are now important historic artifacts.

Between 1923 and 1989, the very best view cameras were made by L.F. Deardorff & Sons Inc.. Here, I have a bit of personal history. I got to visit their shop just west of Chicago’s Loop a few times during the 1980s making deliveries. Everything they did was made by hand, using the finest possible materials, including exotic woods from Central America.

For much of the 20th century, Chicago was home to various catalog houses such as Sears, Roebuck and Company, Montgomery Wards, and many others. Several large local studios handled much of the product photography work. Eventually, this went into a decline. When Kranzten Studios went out of business in the late 1980s, their large inventory of Deardorff cameras hit the market and killed the demand for new ones. The company never recovered, although there are still other firms making view cameras today.

We also have many other new recent photo finds for your enjoyment. We recently received the gift of 41 original color slides from David Church, for which we are very grateful. A few of these appear here, and the rest will turn up in future posts. Mr. church says he purchased these 50 years ago or more.

Finally, we have three new CD titles of digitally remastered railroad audio now available. Four of the five discs are from steam recordings made in the late 1950s and early 1960s by North Jersey Recordings. This adds to our already extensive collections of train sounds from the Railroad Record Club and many others. You will find more details at the end of this post.

Keep those cards and letters coming in.

Enjoy!

-David Sadowski

PS- You might also like our Trolley Dodger Facebook auxiliary, a private group that now has 1,445 members.

Our friend Kenneth Gear has a Facebook group for the Railroad Record Club. If you enjoy listening to audio recordings of classic railroad trains, whether steam, electric, or diesel, you might consider joining.

FYI, the Hoosier Traction Facebook Group celebrates electric transit in Indiana and the Midwest. It also supports the activities of the annual Hoosier Traction Meet (although not affiliated with the North American Transit Historical Society, which organizes that event).

Our Next Book Project

This is a picture of Aurora Elgin and Fox River Electric car 305, signed for Elgin. FYI, we are hard at work researching our next book about the Chicago Aurora and Elgin interurban. Although we already have thousands of images, we start out on these book projects with some of what we need, and then have to find the rest. Some have generously shared their images with us, and some we have to pay real money for. In case you would like to help contribute to this effort, either by sharing images or making a donation, we would like to hear from you. All contributors will be mentioned in the book, which will be dedicated to the memory of the late Robert D. Heinlein. The most difficult images to find are always the earliest ones. You can contact me via messenger, at thetrolleydodger@gmail.com or via my blog. I thank you for your time and consideration.

This is a picture of Aurora Elgin and Fox River Electric car 305, signed for Elgin. FYI, we are hard at work researching our next book about the Chicago Aurora and Elgin interurban. Although we already have thousands of images, we start out on these book projects with some of what we need, and then have to find the rest. Some have generously shared their images with us, and some we have to pay real money for. In case you would like to help contribute to this effort, either by sharing images or making a donation, we would like to hear from you. All contributors will be mentioned in the book, which will be dedicated to the memory of the late Robert D. Heinlein. The most difficult images to find are always the earliest ones. You can contact me via messenger, at thetrolleydodger@gmail.com or via my blog. I thank you for your time and consideration.

CA&E Rarities

Here is a picture of car 310, taken by Robert A. Selle during a CERA fantrip on August 8, 1954. "State Road station near Wheaton, Ill." However, it actually looks like Glen Oak, which was adjacent to a golf course.

Here is a picture of car 310, taken by Robert A. Selle during a CERA fantrip on August 8, 1954. “State Road station near Wheaton, Ill.” However, it actually looks like Glen Oak, which was adjacent to a golf course.

The Prince Crossing CA&E station, looking west on April 18, 1938.

The Prince Crossing CA&E station, looking west on April 18, 1938.

CA&E 430, built by Cincinnati Car Company in 1927.

CA&E 430, built by Cincinnati Car Company in 1927.

CA&E 410 on January 30, 1927. Don's Rail Photos (via Archive.org): "410 was built by Pullman in 1923." Sister car 409 is at the Illinois Railway Museum.

CA&E 410 on January 30, 1927. Don’s Rail Photos (via Archive.org): “410 was built by Pullman in 1923.” Sister car 409 is at the Illinois Railway Museum.

CA&E 303. Don's Rail Photos (via Archive.org): "303 was built by Niles Car & Mfg Co in 1906. It was modernized in March 1945 and sold to Trolleyville USA in 1962. It was sold to Connecticut Trolley Museum in December 2009."

CA&E 303. Don’s Rail Photos (via Archive.org): “303 was built by Niles Car & Mfg Co in 1906. It was modernized in March 1945 and sold to Trolleyville USA in 1962. It was sold to Connecticut Trolley Museum in December 2009.”

A CA&E storage room at Wheaton, circa 1927.

A CA&E storage room at Wheaton, circa 1927.

Don's Rail Photos (via Archive.org): "3004 was built by Baldwin-Westinghouse in April 1924, #57717. It was rebuilt in 1930 and scrapped in August 1963. 3003 was built by Baldwin-Westinghouse in September 1923, #57070. It was rebuilt in 1930 and scrapped in August 1963." From the number on this company photo, this picture may date to 1927.

Don’s Rail Photos (via Archive.org): “3004 was built by Baldwin-Westinghouse in April 1924, #57717. It was rebuilt in 1930 and scrapped in August 1963. 3003 was built by Baldwin-Westinghouse in September 1923, #57070. It was rebuilt in 1930 and scrapped in August 1963.” From the number on this company photo, this picture may date to 1927.

This looks like the CA&E paint shop at Wheaton on April 18, 1938.

This looks like the CA&E paint shop at Wheaton on April 18, 1938.

The inspection pit at the Wheaton Shops on April 18, 1938.

The inspection pit at the Wheaton Shops on April 18, 1938.

Not sure of this location, but the date is April 18, 1938. Derek (no last name) writes: "The section of unknown CA&E trackage with the two bridges is on the the Batavia branch just before the power house. It’s crossing under the CB&Q line." Bill Shapotkin: "This photo looks W/B on the Batavia Branch, just (timetable east) of Glenwood Park. The first bridge is the CB&Q. The second bridge is Illinois State Route 25."

Not sure of this location, but the date is April 18, 1938. Derek (no last name) writes: “The section of unknown CA&E trackage with the two bridges is on the the Batavia branch just before the power house. It’s crossing under the CB&Q line.” Bill Shapotkin: “This photo looks W/B on the Batavia Branch, just (timetable east) of Glenwood Park. The first bridge is the CB&Q. The second bridge is Illinois State Route 25.”

The Wheaton Shops on April 18, 1938.

The Wheaton Shops on April 18, 1938.

The Wheaton Shops on April 18, 1938.

The Wheaton Shops on April 18, 1938.

I'm not sure where this freight train is in the picture, or just what those people are doing on the nearby hill. Jason Learakos notes, "The photo with the freight train at the hill with people on it, with the “End Of Block” sign is Lakewood on the Elgin branch. The hill is from the embankment of the nearby road overpass."

I’m not sure where this freight train is in the picture, or just what those people are doing on the nearby hill. Jason Learakos notes, “The photo with the freight train at the hill with people on it, with the “End Of Block” sign is Lakewood on the Elgin branch. The hill is from the embankment of the nearby road overpass.”

The CA&E yard just west of Laramie Avenue in Chicago on April 18, 1938. We are looking east.

The CA&E yard just west of Laramie Avenue in Chicago on April 18, 1938. We are looking east.

CA&E 410.

CA&E 410.

CA&E control trailer 701. The interurban had a car shortage in the 1930s, as suburban business grew, and ended up purchasing several cars from an east coast property that had surplus. The ends were modified to fit the tight clearances on the Chicago "L", and the cars were given a somewhat more modern appearance. Don's Rail Photos (via Archive.org): "701 was built by Cincinnati Car Co in 1913 as WB&A (Washington Baltimore and Annapolis) 81. It was sold as CA&E 701 in 1938."

CA&E control trailer 701. The interurban had a car shortage in the 1930s, as suburban business grew, and ended up purchasing several cars from an east coast property that had surplus. The ends were modified to fit the tight clearances on the Chicago “L”, and the cars were given a somewhat more modern appearance. Don’s Rail Photos (via Archive.org): “701 was built by Cincinnati Car Co in 1913 as WB&A (Washington Baltimore and Annapolis) 81. It was sold as CA&E 701 in 1938.”

We are at the Spring Road station in Elmhurst on April 18, 1938, looking east.

We are at the Spring Road station in Elmhurst on April 18, 1938, looking east.

Again, not sure where we are here, but the date is April 18, 1938. Jerry Hund: "I believe the unidentified station is Taylor St. in Glen Ellyn."

Again, not sure where we are here, but the date is April 18, 1938. Jerry Hund: “I believe the unidentified station is Taylor St. in Glen Ellyn.”

CA&E wood car 52. Don's Rail Photos (via Archive.org): "52 was built by Stephenson in 1903. It was modernized in January 1941 and retired in 1955."

CA&E wood car 52. Don’s Rail Photos (via Archive.org): “52 was built by Stephenson in 1903. It was modernized in January 1941 and retired in 1955.”

The Wheaton Yards on April 18, 1938.

The Wheaton Yards on April 18, 1938.

The Wheaton Shops on April 18, 1938.

The Wheaton Shops on April 18, 1938.

Wolf Road in Hillside on April 18, 1938.

Wolf Road in Hillside on April 18, 1938.

The Wheaton Shops on April 18, 1938.

The Wheaton Shops on April 18, 1938.

The view looking west from County Line Road in Elmhurst on July 13, 1931. This is the approximately where the Illinois Prairie Path crosses I-290 today.

The view looking west from County Line Road in Elmhurst on July 13, 1931. This is the approximately where the Illinois Prairie Path crosses I-290 today.

A new station at Poplar Avenue in Elmhurst is dedicated on November 28, 1931. The City of Elmhurst had petitioned the railroad to add a station here, because it was expected to generate much ridership. The railroad wanted to move the nearby Stratford Hills station, which had low ridership. As it turned out, Stratford Hills did not close until 1943.

A new station at Poplar Avenue in Elmhurst is dedicated on November 28, 1931. The City of Elmhurst had petitioned the railroad to add a station here, because it was expected to generate much ridership. The railroad wanted to move the nearby Stratford Hills station, which had low ridership. As it turned out, Stratford Hills did not close until 1943.

CA&E 105. Don's Rail Photos (via Archive.org): "105 was built by Stephenson in 1903. It was modernized in August 1940 and retired in 1955."

CA&E 105. Don’s Rail Photos (via Archive.org): “105 was built by Stephenson in 1903. It was modernized in August 1940 and retired in 1955.”

CA&E 416 at the Wheaton Shops on April 18, 1938. It was built by Pullman in 1923.

CA&E 416 at the Wheaton Shops on April 18, 1938. It was built by Pullman in 1923.

CA&E 10. Don's Rail Photos (via Archive.org): "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 10. Don’s Rail Photos (via Archive.org): “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 315. Don's Rail Photos (via Archive.org): "315 was built by Kuhlman Car Co in 1909, (order) #404. It was modernized at an unknown date and sold to Rockhill Trolley Museum in 1962."

CA&E 315. Don’s Rail Photos (via Archive.org): “315 was built by Kuhlman Car Co in 1909, (order) #404. It was modernized at an unknown date and sold to Rockhill Trolley Museum in 1962.”

CA&E 602. Don's Rail Photos (via Archive.org): "In 1937, the CA&E needed additional equipment. Much was available, but most of the cars suffered from extended lack of maintenance. Finally, 5 coaches were found on the Washington Baltimore & Annapolis which were just the ticket. 35 thru 39, built by Cincinnati Car in 1913, were purchased and remodeled for service as 600 thru 604. The ends were narrowed for service on the El. They had been motors, but came out as control trailers. Other modifications included drawbars, control, etc. A new paint scheme was devised. Blue and grey with red trim and tan roof was adopted from several selections. They entered service between July and October in 1937. 602 was built by Cincinnati Car Co in 1913 as WB&A 37. It was sold as CA&E 602 in August 1937 and burned in 1952."

CA&E 602. Don’s Rail Photos (via Archive.org): “In 1937, the CA&E needed additional equipment. Much was available, but most of the cars suffered from extended lack of maintenance. Finally, 5 coaches were found on the Washington Baltimore & Annapolis which were just the ticket. 35 thru 39, built by Cincinnati Car in 1913, were purchased and remodeled for service as 600 thru 604. The ends were narrowed for service on the El. They had been motors, but came out as control trailers. Other modifications included drawbars, control, etc. A new paint scheme was devised. Blue and grey with red trim and tan roof was adopted from several selections. They entered service between July and October in 1937. 602 was built by Cincinnati Car Co in 1913 as WB&A 37. It was sold as CA&E 602 in August 1937 and burned in 1952.”

CA&E 209. Don's Rail Photos (via Archive.org): "Five cars were built by Niles in late 1904 and were similar to the earlier Niles cars except that they were 4 feet longer and included a toilet compartment. There were four coaches, 201,203, 205, and 207, and a deluxe buffet-parlor car "Carolyn". The coaches were motorized using 2 motors each from the earlier cars which had been delivered as 4 motor cars. "Carolyn" was built by Niles Car in 1904. It was rebuilt as 209, a trailer coach, in 1924 and rebuilt in May 1939. It was retired in 1959."

CA&E 209. Don’s Rail Photos (via Archive.org): “Five cars were built by Niles in late 1904 and were similar to the earlier Niles cars except that they were 4 feet longer and included a toilet compartment. There were four coaches, 201,203, 205, and 207, and a deluxe buffet-parlor car “Carolyn”. The coaches were motorized using 2 motors each from the earlier cars which had been delivered as 4 motor cars. “Carolyn” was built by Niles Car in 1904. It was rebuilt as 209, a trailer coach, in 1924 and rebuilt in May 1939. It was retired in 1959.”

The Wheaton Yards on April 18, 1938.

The Wheaton Yards on April 18, 1938.

The Wheaton Yards on April 18, 1938.

The Wheaton Yards on April 18, 1938.

A CA&E storage area, presumably at the Wheaton Yards, circa 1927.

A CA&E storage area, presumably at the Wheaton Yards, circa 1927.

CA&E 436 at the Wheaton Shops on April 18, 1938. Don's Rail Photos (via Archive.org): "305 was built by Niles Car & Mfg Co in 1906. It was wrecked and rebuilt in 1923 as 600, a buffet-parlor car. It was again rebuilt in 1929 as a coach to match the other 400s and numbered 436. It was scrapped in 1954."

CA&E 436 at the Wheaton Shops on April 18, 1938. Don’s Rail Photos (via Archive.org): “305 was built by Niles Car & Mfg Co in 1906. It was wrecked and rebuilt in 1923 as 600, a buffet-parlor car. It was again rebuilt in 1929 as a coach to match the other 400s and numbered 436. It was scrapped in 1954.”

The Wheaton Shops on April 18, 1938.

The Wheaton Shops on April 18, 1938.

CA&E435. From the Wikipedia: "435, 436 were wood body coaches rebuilt in 1929 from parlor-buffet cars #600 and #601. They were originally Florence and #305, mechanical sisters built by Niles in 1906."

CA&E435. From the Wikipedia: “435, 436 were wood body coaches rebuilt in 1929 from parlor-buffet cars #600 and #601. They were originally Florence and #305, mechanical sisters built by Niles in 1906.”

CA&E 319. Don's Rail Photos (via Archive.org): "319 was built by Jewett Car Co in 1914. It was modernized at an unknown date and sold to Columbia Park & Southwestern (Trolleyville USA) in 1962. It was resold to IRM in December 2009."

CA&E 319. Don’s Rail Photos (via Archive.org): “319 was built by Jewett Car Co in 1914. It was modernized at an unknown date and sold to Columbia Park & Southwestern (Trolleyville USA) in 1962. It was resold to IRM in December 2009.”

A view looking east from the 25th Avenue station platform on April 18, 1938. You can see the shadow of the photographer's camera in the lower left hand corner. Most likely, either 4x5 or 8x10 sheet film was used in a view camera, possibly a Deardorff (which would have been made in Chicago). In the distance, you can see a gas holder located in forest Park, just east of first Avenue. One platform extension is turned up. These could be flipped to allow for the clearance of freight trains, which were wider than CA&E and "L" cars. When a freight train passed this and other high-level stations, which were required by the "L" cars of Garfield Park and Westchester trains, someone standing on the front of the loco would flip these up, and someone on the back of the train would flip them back down.

A view looking east from the 25th Avenue station platform on April 18, 1938. You can see the shadow of the photographer’s camera in the lower left hand corner. Most likely, either 4×5 or 8×10 sheet film was used in a view camera, possibly a Deardorff (which would have been made in Chicago). In the distance, you can see a gas holder located in forest Park, just east of first Avenue. One platform extension is turned up. These could be flipped to allow for the clearance of freight trains, which were wider than CA&E and “L” cars. When a freight train passed this and other high-level stations, which were required by the “L” cars of Garfield Park and Westchester trains, someone standing on the front of the loco would flip these up, and someone on the back of the train would flip them back down.

A Deardorff 8x10 view camera, known as model V8. These were produced from the 1923 until 1989.

A Deardorff 8×10 view camera, known as model V8. These were produced from the 1923 until 1989.

An unknown location, possibly on the Aurora branch, on April 18, 1938. Jason Learakos adds, "The unknown picture on the Aurora branch is actually on the Batavia branch, looking West from Raddant Road, facing the Fox River. You can see the two Batavia Powerhouse funnels in the distance, so this is definitely the Batavia branch. Based on the shape of the curve, this is Raddant."

An unknown location, possibly on the Aurora branch, on April 18, 1938. Jason Learakos adds, “The unknown picture on the Aurora branch is actually on the Batavia branch, looking West from Raddant Road, facing the Fox River. You can see the two Batavia Powerhouse funnels in the distance, so this is definitely the Batavia branch. Based on the shape of the curve, this is Raddant.”

Recent Finds

An early excursion to Ravinia Park on the Chicago and Milwaukee Electric (called the North Shore Line starting in 1916). Don's Rail Photos (via Archive.org): "118 thru 127 were built by Jewett Car in 1906. They were the first of the 52 foot cars which then set the standard for all following cars. Since they were wider than later cars, they never could operate into Chicago on the Elevated. They were rebuilt in 1914 with toilets and train doors. Since they could only be used on locals, they were retired as steel cars became available and most had been out of service for some time previous. 118 was built by Jewett Car in 1906 and retired in 1927."

An early excursion to Ravinia Park on the Chicago and Milwaukee Electric (called the North Shore Line starting in 1916). Don’s Rail Photos (via Archive.org): “118 thru 127 were built by Jewett Car in 1906. They were the first of the 52 foot cars which then set the standard for all following cars. Since they were wider than later cars, they never could operate into Chicago on the Elevated. They were rebuilt in 1914 with toilets and train doors. Since they could only be used on locals, they were retired as steel cars became available and most had been out of service for some time previous. 118 was built by Jewett Car in 1906 and retired in 1927.”

This and the next photo: CTA postwar PCC 4364 is at the new loop at 63rd Place and Narragansett on July 30, 1948. It doesn't have a destination sign at front, and the side sign says Clark-Wentworth, which is nowhere near here. Perhaps it was here to pose for pictures. There is also prewar PCC 4005, operating on Route 63 - 63rd Street. The Clearing neighborhood has become completely built up here since, and while there is still a bus turnaround here, it was reduced in size to make room for a new public library.

This and the next photo: CTA postwar PCC 4364 is at the new loop at 63rd Place and Narragansett on July 30, 1948. It doesn’t have a destination sign at front, and the side sign says Clark-Wentworth, which is nowhere near here. Perhaps it was here to pose for pictures. There is also prewar PCC 4005, operating on Route 63 – 63rd Street. The Clearing neighborhood has become completely built up here since, and while there is still a bus turnaround here, it was reduced in size to make room for a new public library.

North Shore Line 178 on the Mundelein branch west of Knollwood. (David Church collection)

North Shore Line 178 on the Mundelein branch west of Knollwood. (David Church collection)

Silverliner 742 is at the head of a two-car train in March 1961. Might this be in Wisconsin? (David Church collection) Nick Jenkins writes: "I believe the photo was taken from Howard Ave overpass in Milwaukee. The spur in the background would be the Austin Ave Team Track. The little green dot (in the trees) would be Sig 813 and the bridge over the Milwaukee Road is barely visible at the top edge of the photo."

Silverliner 742 is at the head of a two-car train in March 1961. Might this be in Wisconsin? (David Church collection) Nick Jenkins writes: “I believe the photo was taken from Howard Ave overpass in Milwaukee. The spur in the background would be the Austin Ave Team Track. The little green dot (in the trees) would be Sig 813 and the bridge over the Milwaukee Road is barely visible at the top edge of the photo.”

Silverliner 774, plus two, on the Skokie Valley Route in June 1960. (David Church collection)

Silverliner 774, plus two, on the Skokie Valley Route in June 1960. (David Church collection)

There is only a span of a few years (1948-51) when this picture of CTA trolley bus 146 could have been taken, heading south on Central Avenue at Irving Park Road. The CTA took over from CSL and CRT on October 1, 1947, and new emblems did not start appearing on vehicles until the following year. Then, in the early 1950s, CTA renumbered all their trolley buses by adding a "9" in front of existing numbers, to eliminate duplicate numbers with the rest of the bus fleet. The entrance to Portage Park is at right. While the bus is operating on Central Avenue, that was Route 85, and this bus is signed for Route 55A. That seems to have run on Elston Avenue a bit north of here as an extension of the Central route, starting at Lawrence Avenue (4800 N), and ending at Holbrook Street in Norwood Park. Trolleybus service on Route 55A ended on January 21, 1951, which also helps date the picture. Trolley buses continued to run on Central until 1970. This model T40 bus was built circa 1930-31 by American Car Company.

There is only a span of a few years (1948-51) when this picture of CTA trolley bus 146 could have been taken, heading south on Central Avenue at Irving Park Road. The CTA took over from CSL and CRT on October 1, 1947, and new emblems did not start appearing on vehicles until the following year. Then, in the early 1950s, CTA renumbered all their trolley buses by adding a “9” in front of existing numbers, to eliminate duplicate numbers with the rest of the bus fleet. The entrance to Portage Park is at right. While the bus is operating on Central Avenue, that was Route 85, and this bus is signed for Route 55A. That seems to have run on Elston Avenue a bit north of here as an extension of the Central route, starting at Lawrence Avenue (4800 N), and ending at Holbrook Street in Norwood Park. Trolleybus service on Route 55A ended on January 21, 1951, which also helps date the picture. Trolley buses continued to run on Central until 1970. This model T40 bus was built circa 1930-31 by American Car Company.

Chicago Surface Lines streetcar 6234 is on 43rd Street, based on the addresses visible on that very distinctive building. I get the impression we are in Bronzeville, but am not sure of the cross street, or if that building still exists. My guess is this picture was taken in the 1940s. 6234 was part of a series of Multiple Unit cars, intended to couple to others in the busy years of the 1920s. Don's Rail Photos (via Archive.org): "6234 was built by Lightweight Noiseless Streetcar Company in 1924. It was rebuilt (for) one-man service in 1932." Mike Franklin: "Northeast corner of Cottage Grove Avenue and 43rd Street." Our resident south side expert M. E. adds, "After doing some detective work, I conclude this picture is looking northeast at 43rd St. and Cottage Grove (800 East). Being so specific about the corner means knowing on which side of a street are even numbers, and which side are odd numbers. The Del-Mar Lunch place has an awning with the address 4257. That puts it just north of 43rd St., on the east side of the north/south street. At the far right of the photo is an optometrist's store. I'm not positive, but I think I see the address 814. That puts the store on the north side of 43rd St., just east of Cottage Grove. The streetcar's side sign says 43-Root. It is heading west on 43rd St., about to cross Cottage Grove Ave. The 43rd-Root route ran along 43rd St. from just west of the lake (Oakenwald Ave.) to State St., north to Root St. (4130 S.), then west to and across Halsted (800 W.) to a dead-end. The thing that astounds me is to see how many passengers are on the streetcar. I don't think there was any major employer east of Cottage Grove along 43rd St. But there certainly was one at Root and Halsted -- the International Amphitheater (at 42nd and Halsted). Another major employer was the Chicago Stock Yards, bounded by Ashland (1600 W.), 47th St., Halsted, and 39th St. (Pershing Rd.). To get from Root and Halsted into the Stock Yards proper, someone would have to get off the streetcar at Halsted, walk a little north to the Stock Yards L station at Halsted, then take the L into the yards. So I think we are seeing, on this streetcar, employees of either the Amphitheater or the Stock Yards going to work. An alternate way to get from the eastern end of the streetcar route to the Stock Yards would have been to take the Kenwood L (which also began at Oakenwald Av.) west to Indiana Ave., go over the pedestrian bridge spanning the north/south L tracks, and take the Stock Yards L (which began at Indiana Ave.) west to the stations inside the Stock Yards."

Chicago Surface Lines streetcar 6234 is on 43rd Street, based on the addresses visible on that very distinctive building. I get the impression we are in Bronzeville, but am not sure of the cross street, or if that building still exists. My guess is this picture was taken in the 1940s. 6234 was part of a series of Multiple Unit cars, intended to couple to others in the busy years of the 1920s. Don’s Rail Photos (via Archive.org): “6234 was built by Lightweight Noiseless Streetcar Company in 1924. It was rebuilt (for) one-man service in 1932.” Mike Franklin: “Northeast corner of Cottage Grove Avenue and 43rd Street.” Our resident south side expert M. E. adds, “After doing some detective work, I conclude this picture is looking northeast at 43rd St. and Cottage Grove (800 East). Being so specific about the corner means knowing on which side of a street are even numbers, and which side are odd numbers. The Del-Mar Lunch place has an awning with the address 4257. That puts it just north of 43rd St., on the east side of the north/south street. At the far right of the photo is an optometrist’s store. I’m not positive, but I think I see the address 814. That puts the store on the north side of 43rd St., just east of Cottage Grove. The streetcar’s side sign says 43-Root. It is heading west on 43rd St., about to cross Cottage Grove Ave. The 43rd-Root route ran along 43rd St. from just west of the lake (Oakenwald Ave.) to State St., north to Root St. (4130 S.), then west to and across Halsted (800 W.) to a dead-end. The thing that astounds me is to see how many passengers are on the streetcar. I don’t think there was any major employer east of Cottage Grove along 43rd St. But there certainly was one at Root and Halsted — the International Amphitheater (at 42nd and Halsted). Another major employer was the Chicago Stock Yards, bounded by Ashland (1600 W.), 47th St., Halsted, and 39th St. (Pershing Rd.). To get from Root and Halsted into the Stock Yards proper, someone would have to get off the streetcar at Halsted, walk a little north to the Stock Yards L station at Halsted, then take the L into the yards. So I think we are seeing, on this streetcar, employees of either the Amphitheater or the Stock Yards going to work. An alternate way to get from the eastern end of the streetcar route to the Stock Yards would have been to take the Kenwood L (which also began at Oakenwald Av.) west to Indiana Ave., go over the pedestrian bridge spanning the north/south L tracks, and take the Stock Yards L (which began at Indiana Ave.) west to the stations inside the Stock Yards.”

The same location in 2017.

The same location in 2017.

Chicago South Shore and South Bend electric locomotive 704 at South Bend, Indiana in 1961. Don's Rail Photos (via Archive.org): "704 was built by Alco-General Electric in June 1931, (order) #68271, 11194, as NYC 1243, Class R-2. It was renumbered 343 in August 1936 and sold to CSS&SB in 1955. It was rebuilt as 704 in 1956 and scrapped in April 1976."

Chicago South Shore and South Bend electric locomotive 704 at South Bend, Indiana in 1961. Don’s Rail Photos (via Archive.org): “704 was built by Alco-General Electric in June 1931, (order) #68271, 11194, as NYC 1243, Class R-2. It was renumbered 343 in August 1936 and sold to CSS&SB in 1955. It was rebuilt as 704 in 1956 and scrapped in April 1976.”

North Shore Line Silverliner 757 is at Adams and Wabash on the Loop "L" on September 4, 1961. Don's Rail Photos (via Archive.org): "757 was built by Standard Steel Car Co in 1930. It was modernized in 1949 and rebuilt as (a) Silverliner on March 16, 1956. It was sold to Wisconsin Electric Railway Historical Society in 1963 and resold to Illinois Railway Museum in 1988."

North Shore Line Silverliner 757 is at Adams and Wabash on the Loop “L” on September 4, 1961. Don’s Rail Photos (via Archive.org): “757 was built by Standard Steel Car Co in 1930. It was modernized in 1949 and rebuilt as (a) Silverliner on March 16, 1956. It was sold to Wisconsin Electric Railway Historical Society in 1963 and resold to Illinois Railway Museum in 1988.”

Chicago North Shore and Milwaukee 411 at Coney Island Yard in New York City in the mid-1960s, after the abandonment. Don's Rail Photos (via Archive.org): "411 was built as a trailer observation car by Cincinnati Car in June 1923 #2640. It was out of service in 1932. 411 It was rebuilt as a two motor coach by closing in the open platform and changing the seating on February 25, 1943, and sold to Trolley Museum of New York in 1963. It was sold to Wisconsin Electric Railway & Historical Society in 1973 and sold to Escanaba & Lake Superior in 1989."

Chicago North Shore and Milwaukee 411 at Coney Island Yard in New York City in the mid-1960s, after the abandonment. Don’s Rail Photos (via Archive.org): “411 was built as a trailer observation car by Cincinnati Car in June 1923 #2640. It was out of service in 1932. 411 It was rebuilt as a two motor coach by closing in the open platform and changing the seating on February 25, 1943, and sold to Trolley Museum of New York in 1963. It was sold to Wisconsin Electric Railway & Historical Society in 1973 and sold to Escanaba & Lake Superior in 1989.”

When I received this negative, no information came with it, but we are on the south side, most likely in the 1940s. Chicago Surface Lines car 5787 (I think that is the number) is on Through Route 5, Cottage Grove-South Chicago. This went to Ewing and 108th from April 10, 1927 until July 14, 1947, which does help date the photo. Car 5787 was known as a Nearside and was built by Brill in 1912. The cars of this type were retired circa 1946-47. The location is not known to me. Mike Franklin: "Building behind the car housed the Eastside Theater at 10555 S Ewing Ave, Chicago. Still standing." Andre Kristopans: "He should be going two more blocks down Ewing to 108th and wye there."

When I received this negative, no information came with it, but we are on the south side, most likely in the 1940s. Chicago Surface Lines car 5787 (I think that is the number) is on Through Route 5, Cottage Grove-South Chicago. This went to Ewing and 108th from April 10, 1927 until July 14, 1947, which does help date the photo. Car 5787 was known as a Nearside and was built by Brill in 1912. The cars of this type were retired circa 1946-47. The location is not known to me. Mike Franklin: “Building behind the car housed the Eastside Theater at 10555 S Ewing Ave, Chicago. Still standing.” Andre Kristopans: “He should be going two more blocks down Ewing to 108th and wye there.”

This circa 1909 postcard image, showing the first Aurora Elgin and Chicago train on the then-new branch to Geneva and St. Charles, appears to be based on a photograph but includes parts that are drawn in.

This circa 1909 postcard image, showing the first Aurora Elgin and Chicago train on the then-new branch to Geneva and St. Charles, appears to be based on a photograph but includes parts that are drawn in.

CTA Red Pullman 507 on the scrap line at South Shops on September 2, 1955. After the CTA took all the remaining red cars out of regular service in 1954, ten such cars were retained for emergency service. Of these, one car (460) became part of the CTA Historical Collection. Two were used in fantrips-- 225, which Seashore Trolley Museum purchased in 1957, and 144, which went to the Illinois Electric Railway Museum. It's not clear to me what the other seven cars were. 507 was built by in 1908/1909 for the Chicago City Railway and is known as a "Big Pullman."

CTA Red Pullman 507 on the scrap line at South Shops on September 2, 1955. After the CTA took all the remaining red cars out of regular service in 1954, ten such cars were retained for emergency service. Of these, one car (460) became part of the CTA Historical Collection. Two were used in fantrips– 225, which Seashore Trolley Museum purchased in 1957, and 144, which went to the Illinois Electric Railway Museum. It’s not clear to me what the other seven cars were. 507 was built by in 1908/1909 for the Chicago City Railway and is known as a “Big Pullman.”

CTA 4235 (at left) is at the head of a westbound two-car CERA fantrip train at Ridgeland Avenue in Oak Park, on temporary trackage during construction of the adjacent Congress (now Eisenhower) expressway. The date is September 14, 1958. By 1955, the new highway was already open as far west as Laramie Avenue. There were two parallel sets of tracks west of there, through Oak Park and Forest Park, the CTA and the Baltimore and Ohio Chicago Terminal. The tracks were moved in stages to the north end of the expressway footprint. Then, the area to the south was dug out and by 1960, the tracks were relocated to their present location just south of the highway, which opened the same year. I can't call this the Garfield Park "L" since by the time this picture was taken by Robert Heinlein, on September 14, 1958, it had been renamed to the Congress line. The portion of today's Blue Line that runs in the expressway median had opened as far west as Cicero Avenue on June 22, 1958. During construction, there was a temporary station at Ridgeland, presumably behind the photographer, which replaced one at Gunderson Avenue, a side street.

CTA 4235 (at left) is at the head of a westbound two-car CERA fantrip train at Ridgeland Avenue in Oak Park, on temporary trackage during construction of the adjacent Congress (now Eisenhower) expressway. The date is September 14, 1958. By 1955, the new highway was already open as far west as Laramie Avenue. There were two parallel sets of tracks west of there, through Oak Park and Forest Park, the CTA and the Baltimore and Ohio Chicago Terminal. The tracks were moved in stages to the north end of the expressway footprint. Then, the area to the south was dug out and by 1960, the tracks were relocated to their present location just south of the highway, which opened the same year. I can’t call this the Garfield Park “L” since by the time this picture was taken by Robert Heinlein, on September 14, 1958, it had been renamed to the Congress line. The portion of today’s Blue Line that runs in the expressway median had opened as far west as Cicero Avenue on June 22, 1958. During construction, there was a temporary station at Ridgeland, presumably behind the photographer, which replaced one at Gunderson Avenue, a side street.

Chicago Surface Lines 3136 is eastbound on Lake Street on October 21, 1940, operating on Through Route 16. What was a Through Route? These were the first numbered routes, which operated over the tracks of more than one streetcar company. They were a step in the consolidation of these private companies into what became the Chicago Surface Lines in 1913. After heading downtown, this car would have gone south via State Street. This Through Route was discontinued on October 7, 1946. The Lake streetcar route also became Route 16 over time. It ran until 1954. CTA had to run narrow buses on this route due to clearances, and this bus route was discontinued in 1997. Dig the kid with the big ears. Don's Rail Photos (via Archive.org): "3136 was built by Brill Car Co in December 1922, #21686. It was rebuilt as one-man in 1949." Here, you can see it is still a two-man car, as someone is entering from the rear.

Chicago Surface Lines 3136 is eastbound on Lake Street on October 21, 1940, operating on Through Route 16. What was a Through Route? These were the first numbered routes, which operated over the tracks of more than one streetcar company. They were a step in the consolidation of these private companies into what became the Chicago Surface Lines in 1913. After heading downtown, this car would have gone south via State Street. This Through Route was discontinued on October 7, 1946. The Lake streetcar route also became Route 16 over time. It ran until 1954. CTA had to run narrow buses on this route due to clearances, and this bus route was discontinued in 1997. Dig the kid with the big ears. Don’s Rail Photos (via Archive.org): “3136 was built by Brill Car Co in December 1922, #21686. It was rebuilt as one-man in 1949.” Here, you can see it is still a two-man car, as someone is entering from the rear.

CTA PCC 4405 is at South Shops after streetcar service ended in June 1958. This Ektachrome slide was very overexposed, and it was not possible to do a perfect job with the color. (David Church collection)

CTA PCC 4405 is at South Shops after streetcar service ended in June 1958. This Ektachrome slide was very overexposed, and it was not possible to do a perfect job with the color. (David Church collection)

Chicago Aurora and DeKalb car 24 is in Kaneville, Illinois (north of Elgin) in this early photo. Service on this 29-mile interurban, which had a variety of names due to various reorganizations, began in 1906 and ended in 1923, when it was purchased by a scrap dealer and dismantled. The line was only electrified from 1910 on, which helps date the photo. Prior to that, gasoline powered cars were used.

Chicago Aurora and DeKalb car 24 is in Kaneville, Illinois (north of Elgin) in this early photo. Service on this 29-mile interurban, which had a variety of names due to various reorganizations, began in 1906 and ended in 1923, when it was purchased by a scrap dealer and dismantled. The line was only electrified from 1910 on, which helps date the photo. Prior to that, gasoline powered cars were used.

Aurora Elgin and Fox River Electric car 66 is on North Farnsworth Street in Aurora. Passenger service was abandoned on this interurban in 1935. A small portion remained for freight into the early 1970s. That section, in South Elgin, is now the trackage used by the Fox River Trolley Museum. Car 66 was built by the St. Louis Car Company in the mid-1920s and was used as a city streetcar by the AE&FRE. After the company was reorganized in the early 1920s, city service was largely handled by Birney cars, which were operated by one man and had but a single truck underneath.

Aurora Elgin and Fox River Electric car 66 is on North Farnsworth Street in Aurora. Passenger service was abandoned on this interurban in 1935. A small portion remained for freight into the early 1970s. That section, in South Elgin, is now the trackage used by the Fox River Trolley Museum. Car 66 was built by the St. Louis Car Company in the mid-1920s and was used as a city streetcar by the AE&FRE. After the company was reorganized in the early 1920s, city service was largely handled by Birney cars, which were operated by one man and had but a single truck underneath.

Our Latest Book, Now Available:

The North Shore Line

FYI, my new Arcadia Publishing book The North Shore Line is now available for immediate shipment. My publisher decided to expand it to 160 pages, instead of the usual 128. That’s a 25% increase, without any change to the $23.99 price. I am quite pleased with how this turned out.

From the back cover:

As late as 1963, it was possible to board high-speed electric trains on Chicago’s famous Loop “L” that ran 90 miles north to Milwaukee. This was the Chicago North Shore & Milwaukee Railroad, commonly known as the North Shore Line. It rose from humble origins in the 1890s as a local streetcar line in Waukegan to eventually become America’s fastest interurban under the visionary management of Midwest utilities tycoon Samuel Insull. The North Shore Line, under Insull, became a worthy competitor to the established steam railroads. Hobbled by the Great Depression, the road fought back in 1941 with two streamlined, air-conditioned, articulated trains called Electroliners, which included dining service. It regained its popularity during World War II, when gasoline and tires were rationed, but eventually, it fell victim to highways and the automobile. The North Shore Line had intercity rail, commuter rail, electric freight, city streetcars, and even buses. It has been gone for nearly 60 years, but it will always remain the Road of Service.

Each copy purchased here will be signed by the author, and you will also receive a bonus North Shore Line map.  Books will ship by USPS Media Mail.

Chapters:
01. Beginnings
02. The Milwaukee Division
03. The Shore Line Route
04. The Skokie Valley Route
05. The Mundelein Branch
06. On the “L”
07. City Streetcars
08. Trolley Freight
09. The Long Goodbye
10. The Legacy

Title The North Shore Line
Images of America
Author David Sadowski
Edition illustrated
Publisher Arcadia Publishing (SC), 2023
ISBN 1467108960, 978-1467108966
Length 160 pages

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

For Shipping to US Addresses:

New Compact Disc Titles, Now Available:

HFIH
Hi-Fi Iron Horse
Price: $15.99

Hi-Fi Iron Horse is a unique collection of early steam recordings, made between 1949 and 1954. Portable tape recorders were not yet available when the earliest of these was made, but there was still another source for making high-quality audio– the optical sound track of motion picture film.

Featuring in-service steam of the Baltimore & Ohio, Bessemer & Lake Erie, Burlington, Canadian National, Delaware & Hudson, East Broad Top, Erie, Grand Trunk Western, Huntingdon & Broad Top Mountain, Western Maryland, and Rutland Railway.

Total time – 50:49

TSOS
The Sound of Steam
Reading 2124

Price: $19.99

Three very rare, out of print North Jersey Recordings LPs, now digitally remastered on two CDs at a special price.

The Sound of Steam offers a comprehensive overview of the twilight days of steam railroading in North America, with sounds recorded between 1957 and 1964. Railroads featured include the Denver & Rio Grande Western, Union Pacific, Canadian Pacific, Duluth, Missabe & Iron Range Railway, Gainesville Midland Railroad, Pennsylvania Railroad, Reading Railroad, Canadian National, Twin Seams Mining Company, Nickel Plate, Colorado & Southern, Norfolk & Western, Buffalo Creek & Gauley, Monadnock, Steamtown & Northern, Rockton & Rion Railway, and the National Railways of Mexico.

Reading 2124 features recordings made in 1959 and 1960 on a series of “Iron Horse Rambles,” excursion trips through eastern Pennsylvania.  The Reading Company had retained this class T-1 4-8-4 for emergency use after steam was retired on the railroad.  Seven years after the last Reading steam loco had hauled a passenger train, a series of 51 special excursion trips were held, ending in 1964.  These have since been revived, and the Rambles continue.

Total time – 69:54 (Disc 1) and 61:20 (Disc 2)

RWW-V103
Rods, Wheels, and Whistles
Voice of the 103

Price: $19.99

Two very rare, out of print North Jersey Recordings LPs, now digitally remastered on two CDs at a special price.

Rods, Wheels, and Whistles features the sounds of the Pennsylvania Railroad and the Norfolk and Western Railway, recorded in the twilight years of steam. This LP was originally issued in 1958, but our version is taken from the revised and expanded edition, which includes additional recordings from 1959.

Voice of the 103 documents the former Sumter and Choctaw Railroad #103, a 2-6-2 locomotive built in 1925 by the Baldwin Locomotive Works, after it was refurbished in 1962 to operate on the Middletown and New Jersey. This was an excursion service of the Empire State Railway Museum, which has since moved to a new location and no longer operates trains.  The 103 is now on static display.

Our collection is rounded out with three bonus tracks from the Strasbourg Railroad, when old number 31 ran excursion trains on the oldest short line railroad in the United States (chartered in June 1832), joining the Pennsylvania Dutch towns of Strasbourg and Paradise in the early 1960s.

Total time – 46:15 (RWW) and 49:26 (V103)

Help Support The Trolley Dodger

This is our 308th post, and we are gradually creating a body of work and an online resource for the benefit of all railfans, everywhere. To date, we have received over 1,018,000 page views, for which we are very grateful.

You can help us continue our original transit research by checking out the fine products in our Online Store.
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In order to continue giving you the kinds of historic railroad images that you have come to expect from The Trolley Dodger, we need your help and support. It costs money to maintain this website, and to do the sort of historic research that is our specialty.

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


Thanks a Million

North Shore Line car 154 makes a photo stop at the Glencoe gauntlet on a July 24, 1955 "farewell to the Shore Line Route" fantrip.

North Shore Line car 154 makes a photo stop at the Glencoe gauntlet on a July 24, 1955 “farewell to the Shore Line Route” fantrip.

The Trolley Dodger blog reached another milestone on July 22, 2023, with one million page views. So, I am not exaggerating when I say thanks a million to all our readers over the last eight-and-a-half years!

We have a fine batch of classic traction photos for your enjoyment today. We acquired some of them as part of our research for our next book about the fabled Chicago Aurora and Elgin interurban.

All this research does cost money, however, so we hop you will consider making a donation. You can find links to do just that at the top of this post, and also at the end. We thank everyone who has already contributed.

In addition, we have coverage of the Chicago Transit Authority‘s celebration of the 100th anniversary of Heritage cars 4271 and 4272, which gave rides around the Loop for several hours on July 29th.

Enjoy!

-David Sadowski

PS- You might also like our Trolley Dodger Facebook auxiliary, a private group that now has 1,394 members.

Our friend Kenneth Gear has a Facebook group for the Railroad Record Club. If you enjoy listening to audio recordings of classic railroad trains, whether steam, electric, or diesel, you might consider joining.

FYI, the Hoosier Traction Facebook Group celebrates electric transit in Indiana and the Midwest. It also supports the activities of the annual Hoosier Traction Meet (although not affiliated with the North American Transit Historical Society, which organizes that event).

100 Years of the CTA 4000s

To get downtown, I took an inbound Metra commuter train. Running on the Burlington Northern Santa Fe, it stops at the Riverside station on July 29, 2023.

The 4000s arrive at Washington and Wabash.

What it was like to ride the 4000s around the Loop.

The 4000s berthed at the south end of the Washington and Wabash platform, as the lines of people waiting to board were quite long.

The 4000s berthed at the south end of the Washington and Wabash platform, as the lines of people waiting to board were quite long.

CTA 2400-series cars, which were retired some years back, made up the other Heritage Fleet train being used that day.

CTA 2400-series cars, which were retired some years back, made up the other Heritage Fleet train being used that day.

The various advertising wraps on "L" trains break up the monotony of having everything be gray.

The various advertising wraps on “L” trains break up the monotony of having everything be gray.

Fred Lonnes, a retired CTA employee, stands near the train.

Fred Lonnes, a retired CTA employee, stands near the train.

The original plans were to make all stops around the Loop after the first few trips. But that had to be revised due to the large crowds. As far as I am aware, nearly all trips began and ended at Washington and Wabash.

The original plans were to make all stops around the Loop after the first few trips. But that had to be revised due to the large crowds. As far as I am aware, nearly all trips began and ended at Washington and Wabash.

Lots of pictures are videos were taken.

Lots of pictures are videos were taken.

People were excited to ride the old cars.

People were excited to ride the old cars.

There was a long line to ride the 4000s at Washington and Wabash.

There was a long line to ride the 4000s at Washington and Wabash.

Recent Finds

The miniature railway and electric wheel at Chicago's White City amusement park, which was located on the south side on 63rd Street in the early 1900s.

The miniature railway and electric wheel at Chicago’s White City amusement park, which was located on the south side on 63rd Street in the early 1900s.

The back of the postcard, mailed in 1909.

The back of the postcard, mailed in 1909.

Chicago Aurora and Elgin car 320 makes a photo stop on an early "Railfan Special" fantrip, probably circa 1939-40. Don's Rail Photos (via Archive.org): "320 was built by Jewett Car Co in 1914. It was modernized at an unknown date and sold to Iowa Chapter NRHS in 1962. It was transferred to Midwest Electric Railway Museum in 1968."

Chicago Aurora and Elgin car 320 makes a photo stop on an early “Railfan Special” fantrip, probably circa 1939-40. Don’s Rail Photos (via Archive.org): “320 was built by Jewett Car Co in 1914. It was modernized at an unknown date and sold to Iowa Chapter NRHS in 1962. It was transferred to Midwest Electric Railway Museum in 1968.”

Chicago Aurora and Elgin car 320 was the last to leave the property, and the first to return to service elsewhere. Here, it is in Centerville, Iowa (on the Southern Iowa Railway) on October 20, 1962. (Don Christenson Photo)

Chicago Aurora and Elgin car 320 was the last to leave the property, and the first to return to service elsewhere. Here, it is in Centerville, Iowa (on the Southern Iowa Railway) on October 20, 1962. (Don Christenson Photo)

A group of Aurora Elgin and Chicago employees posed for a picture at the Dispatch Tower in Wheaton, circa 1920. The AE&C was reorganized into the CA&E in 1922.

A group of Aurora Elgin and Chicago employees posed for a picture at the Dispatch Tower in Wheaton, circa 1920. The AE&C was reorganized into the CA&E in 1922.

Chicago Aurora and Elgin wood car 316 at the Fox River Trolley Museum on June 1, 1969. Don's Rail Photos (via Archive.org): "316 was built by Jewett Car Co in 1913. It was sold to Railway Equipment Leasing & Investment Co. in 1962 and transferred to Fox River Trolley Museum in 1984." (Don Christenson Photo)

Chicago Aurora and Elgin wood car 316 at the Fox River Trolley Museum on June 1, 1969. Don’s Rail Photos (via Archive.org): “316 was built by Jewett Car Co in 1913. It was sold to Railway Equipment Leasing & Investment Co. in 1962 and transferred to Fox River Trolley Museum in 1984.” (Don Christenson Photo)

Chicago Aurora and Elgin wood car 315 at Orbisonia, Pennsylvania on February 10, 1968. Don's Rail Photos (via Archive.org): "315 was built by Kuhlman Car Co in 1909, #404. It was modernized at an unknown date and sold to Rockhill Trolley Museum in 1962." (William D. Volkmer Photo)

Chicago Aurora and Elgin wood car 315 at Orbisonia, Pennsylvania on February 10, 1968. Don’s Rail Photos (via Archive.org): “315 was built by Kuhlman Car Co in 1909, #404. It was modernized at an unknown date and sold to Rockhill Trolley Museum in 1962.” (William D. Volkmer Photo)

Chicago Aurora and Elgin center cab locos 3003 and 3004 are in Elgin on July 15, 1954. They were built by Baldwin-Westinghouse in 1923-1924 and rebuilt in 1930. Both were scrapped in August 1963.

Chicago Aurora and Elgin center cab locos 3003 and 3004 are in Elgin on July 15, 1954. They were built by Baldwin-Westinghouse in 1923-1924 and rebuilt in 1930. Both were scrapped in August 1963.

CA&E loco 3003 at the Wheaton Shops. (S. Palmer Photo)

CA&E loco 3003 at the Wheaton Shops. (S. Palmer Photo)

A J. G. Brill builder's photo of Aurora and Geneva Railway Company car 4. The line had only four cars in all.

A J. G. Brill builder’s photo of Aurora and Geneva Railway Company car 4. The line had only four cars in all.

Aurora and Geneva Railway car 1. This was a predecessor of the Aurora Elgin and Fox River Electric and was merged into another company by 1901.

Aurora and Geneva Railway car 1. This was a predecessor of the Aurora Elgin and Fox River Electric and was merged into another company by 1901.

Chicago Aurora and Elgin express car 15 on the scrap track at Wheaton on February 1, 1953. It was built by McGuire-Cummings in 1910.

Chicago Aurora and Elgin express car 15 on the scrap track at Wheaton on February 1, 1953. It was built by McGuire-Cummings in 1910.

CA&E express motor 5 in the scrap line at Wheaton. Don's Rail Photos (via Archive.org): "5 was built by Cincinnati Car in 1921 to replace 1st 5 which was built by American Car in 1909 and wrecked in 1920. It was retired in 1953."

CA&E express motor 5 in the scrap line at Wheaton. Don’s Rail Photos (via Archive.org): “5 was built by Cincinnati Car in 1921 to replace 1st 5 which was built by American Car in 1909 and wrecked in 1920. It was retired in 1953.”

These plans are for 15 CA&E cars built by the Cincinnati Car Company in 1927, numbered 420-434.

These plans are for 15 CA&E cars built by the Cincinnati Car Company in 1927, numbered 420-434.

Chicago Aurora and Elgin 137 was originally a North Shore Line car. Don's Rail Photos (via Archive.org): "137 was built by Jewett Car Company in 1907 as Chicago & Milwaukee Electric 137. It was rebuilt in 1914 retired in 1954." The CA&E leased it from the North Shore Line from 1936 to 1945. it was briefly returned to the NSL and was then purchased by CA&E in 1946. Here, we see it on August 31, 1942 in Wheaton.

Chicago Aurora and Elgin 137 was originally a North Shore Line car. Don’s Rail Photos (via Archive.org): “137 was built by Jewett Car Company in 1907 as Chicago & Milwaukee Electric 137. It was rebuilt in 1914 retired in 1954.” The CA&E leased it from the North Shore Line from 1936 to 1945. it was briefly returned to the NSL and was then purchased by CA&E in 1946. Here, we see it on August 31, 1942 in Wheaton.

Chicago Aurora and Elgin control trailer 604 is at Wheaton in August 1948. It originally came from the Washington, Baltimore and Annapolis. Don's Rail Photos (via Archive.org): "604 was built by Cincinnati Car Co in 1913 as WB&A 39. It was sold as CA&E 604 in October 1937."

Chicago Aurora and Elgin control trailer 604 is at Wheaton in August 1948. It originally came from the Washington, Baltimore and Annapolis. Don’s Rail Photos (via Archive.org): “604 was built by Cincinnati Car Co in 1913 as WB&A 39. It was sold as CA&E 604 in October 1937.”

Chicago Aurora and Elgin cars 452, 453, and 451 were new arrivals in November 1945, when this picture was taken.

Chicago Aurora and Elgin cars 452, 453, and 451 were new arrivals in November 1945, when this picture was taken.

Chicago Aurora and Elgin cars 309 and 310 are on a May 19, 1957 fantrip, as a westbound train at Ardmore in Villa Park.

Chicago Aurora and Elgin cars 309 and 310 are on a May 19, 1957 fantrip, as a westbound train at Ardmore in Villa Park.

The fresh ballast, ties, and construction in this picture date it to September 1953, when the Chicago Aurora and Elgin cut back service to Forest Park. Their passengers then had to change trains and ride the CTA Garfield Park "L" the rest of the way into the city-- at times, a rather slow and ponderous ride via 2.5 miles of temporary trackage in Van Buren Street, due to construction of the Congress (now Eisenhower) expressway. Here, we see cars 451 and 425, just after they have dropped off their riders. This arrangement continued until the CA&E suspended passenger service on July 3, 1957. The view looks to the northeast. William Shapotkin adds, "I see the Forest Park CGW station in the background. The CGW continued operating passenger service out of Chicago (stopping at Forest Park) until Sept 5-6, 1956. The SOO station (located at Madison St) continued serving passenger trains until Jan 1963 (when the remaining train, the LAKER was moved from Grand Central Station to Central Station in Chicago)."

The fresh ballast, ties, and construction in this picture date it to September 1953, when the Chicago Aurora and Elgin cut back service to Forest Park. Their passengers then had to change trains and ride the CTA Garfield Park “L” the rest of the way into the city– at times, a rather slow and ponderous ride via 2.5 miles of temporary trackage in Van Buren Street, due to construction of the Congress (now Eisenhower) expressway. Here, we see cars 451 and 425, just after they have dropped off their riders. This arrangement continued until the CA&E suspended passenger service on July 3, 1957. The view looks to the northeast. William Shapotkin adds, “I see the Forest Park CGW station in the background. The CGW continued operating passenger service out of Chicago (stopping at Forest Park) until Sept 5-6, 1956. The SOO station (located at Madison St) continued serving passenger trains until Jan 1963 (when the remaining train, the LAKER was moved from Grand Central Station to Central Station in Chicago).”

Chicago Aurora and Elgin car 320 is at the end of the line in Aurora, most likely in the 1940s. This was a fantrip for the Central Electric Railfans' Association. Now, this is where the Illinois Prairie Path terminates.

Chicago Aurora and Elgin car 320 is at the end of the line in Aurora, most likely in the 1940s. This was a fantrip for the Central Electric Railfans’ Association. Now, this is where the Illinois Prairie Path terminates.

CA&E 414 is on the Aurora branch just east of Eola Road (near Batavia Junction) on July 3, 1949. The crossing with the EJ&E is in the distance, and the Commonwealth Edison substation at left is still in use.

CA&E 414 is on the Aurora branch just east of Eola Road (near Batavia Junction) on July 3, 1949. The crossing with the EJ&E is in the distance, and the Commonwealth Edison substation at left is still in use.

Chicago Aurora and Elgin car 316 as it was being moved off the interurban via the Chicago and North Western in May 1963. Car 20 is behind it. Both cars went to what is now the Fox River Trolley Museum.

Chicago Aurora and Elgin car 316 as it was being moved off the interurban via the Chicago and North Western in May 1963. Car 20 is behind it. Both cars went to what is now the Fox River Trolley Museum.

CA&E 453, most likely just after it was delivered in late 1945.

CA&E 453, most likely just after it was delivered in late 1945.

CA&E 451 in Wheaton.

CA&E 451 in Wheaton.

The CA&E Wheaton Yards.

The CA&E Wheaton Yards.

CA&E 303 at Trolleyville USA in Olmstead Falls, OH in August 1991. Don's Rail Photos (via Archive.org): "303 was built by Niles Car & Mfg Co in 1906. It was modernized in March 1945 and sold to Trolleyville in 1962. It was sold to Connecticut Trolley Museum in December 2009."

CA&E 303 at Trolleyville USA in Olmstead Falls, OH in August 1991. Don’s Rail Photos (via Archive.org): “303 was built by Niles Car & Mfg Co in 1906. It was modernized in March 1945 and sold to Trolleyville in 1962. It was sold to Connecticut Trolley Museum in December 2009.”

Chicago Aurora and Elgin wood car 317, taken at the Batavia Terminal on an October 16, 1955 fantrip. (Raymond DeGroote, Jr. Photo)

Chicago Aurora and Elgin wood car 317, taken at the Batavia Terminal on an October 16, 1955 fantrip. (Raymond DeGroote, Jr. Photo)

A westbound Chicago Aurora and Elgin train, with car 32 at the helm, stops at Glen Ellyn circa 1926. The station building for eastbound trains appears to be brand new. It was torn down around 1966. The two buildings visible next to the telephone pole are still extant. (Chapek Photo)

A westbound Chicago Aurora and Elgin train, with car 32 at the helm, stops at Glen Ellyn circa 1926. The station building for eastbound trains appears to be brand new. It was torn down around 1966. The two buildings visible next to the telephone pole are still extant. (Chapek Photo)

Chicago Aurora and Elgin wood car 300 on January 13, 1962 at Wheaton, a few weeks before scrapping started on the bulk of the fleet. (Raymond DeGroote, Jr. Photo)

Chicago Aurora and Elgin wood car 300 on January 13, 1962 at Wheaton, a few weeks before scrapping started on the bulk of the fleet. (Raymond DeGroote, Jr. Photo)

CA&E car 300 looks much the worse for wear at Wheaton on May 18, 1963. It was not one of the cars saved. (Raymond DeGroote, Jr. Photo)

CA&E car 300 looks much the worse for wear at Wheaton on May 18, 1963. It was not one of the cars saved. (Raymond DeGroote, Jr. Photo)

CA&E control trailer 700 at the Wheaton Shops. This car originally came from the Washington, Baltimore and Annapolis, and the ends were modified to fit the tight clearances on the "L" system. (S. Palmer Photo)

CA&E control trailer 700 at the Wheaton Shops. This car originally came from the Washington, Baltimore and Annapolis, and the ends were modified to fit the tight clearances on the “L” system. (S. Palmer Photo)

Chicago Aurora and Elgin express motor 9 at the Wheaton Shops. Don's Rail Photos (via Archive.org): "9 was built by Niles Car in 1907. It was scrapped in 1959." (S. Palmer Photo)

Chicago Aurora and Elgin express motor 9 at the Wheaton Shops. Don’s Rail Photos (via Archive.org): “9 was built by Niles Car in 1907. It was scrapped in 1959.” (S. Palmer Photo)

This and the next image are early postcards of the Met "L" bridge (actually two bridges, side by side) over the Chicago River.

This and the next image are early postcards of the Met “L” bridge (actually two bridges, side by side) over the Chicago River.

CTA 6439-40 are at an unknown location in the 1950s, marked as a special run. The photographer is not known for certain, but I suspect this was taken by Vic Wagner.

CTA 6439-40 are at an unknown location in the 1950s, marked as a special run. The photographer is not known for certain, but I suspect this was taken by Vic Wagner.

A Central Electric Railfans' Association special made a photo stop at the Sedgwick CTA "L" station on Sunday, December 11, 1955, using cars 6129 and 6130, which were equipped with trolley poles for use on the Evanston branch (which did not switch to third rail until 1973). Many fantrips in this era ran on Sundays, as there were fewer regular service trains to get in their way. In this case, Ravenswood "L" service did not operate south of Armitage at night or on Sundays, so leisurely photo stops were possible on the stations which had no service that day. The hanging sign on the front of the train is contemporary and was used by Evanston "Shopper's Special" trains, a late morning version of the Evanston Express, which ran only in rush hours, for a premium fare of 40 cents. The CTA charged an extra amount north of Howard Street for a "zoned" fare for many years, unlike today where riders pay the same amount throughout the rapid transit system. These cars were also equipped with high-speed motors at the time, as the CTA was experimenting-- which eventually led to their use on the 2000-series cars delivered in 1964. (Vic Wagner Photo)

A Central Electric Railfans’ Association special made a photo stop at the Sedgwick CTA “L” station on Sunday, December 11, 1955, using cars 6129 and 6130, which were equipped with trolley poles for use on the Evanston branch (which did not switch to third rail until 1973). Many fantrips in this era ran on Sundays, as there were fewer regular service trains to get in their way. In this case, Ravenswood “L” service did not operate south of Armitage at night or on Sundays, so leisurely photo stops were possible on the stations which had no service that day. The hanging sign on the front of the train is contemporary and was used by Evanston “Shopper’s Special” trains, a late morning version of the Evanston Express, which ran only in rush hours, for a premium fare of 40 cents. The CTA charged an extra amount north of Howard Street for a “zoned” fare for many years, unlike today where riders pay the same amount throughout the rapid transit system. These cars were also equipped with high-speed motors at the time, as the CTA was experimenting– which eventually led to their use on the 2000-series cars delivered in 1964. (Vic Wagner Photo)

This postcard, mailed in 1908, shows the Chicago and Milwaukee Electric (predecessor of the North Shore Line) station in Lake Bluff, where the branch line to Libertyville and what is now called Mundelein crossed under the Chicago and North Western.

This postcard, mailed in 1908, shows the Chicago and Milwaukee Electric (predecessor of the North Shore Line) station in Lake Bluff, where the branch line to Libertyville and what is now called Mundelein crossed under the Chicago and North Western.

The back side of the postcard.

The back side of the postcard.

A three-car North Shore Line train of Silverliners is at Valley Junction in North Chicago on January 20, 1963, the last full day of operations.

A three-car North Shore Line train of Silverliners is at Valley Junction in North Chicago on January 20, 1963, the last full day of operations.

North Shore Line 721 heads west on the Mundelein branch in June 1962. (Laurence Veysey Photo) I looked up the photographer, whose name was new to me. I found this online: "Laurence R. Veysey (1932-2004) was an eccentric, a hermit, and an ardent nudist — and author of one of the foundational texts on the history of higher education."

North Shore Line 721 heads west on the Mundelein branch in June 1962. (Laurence Veysey Photo) I looked up the photographer, whose name was new to me. I found this online: “Laurence R. Veysey (1932-2004) was an eccentric, a hermit, and an ardent nudist — and author of one of the foundational texts on the history of higher education.”

At the time of the 1963 abandonment, North Shore Line car 154 became the oldest survivor of the fleet. Unfortunately, it has not survived to the present time. Here, we see it in Anderson, Indiana in November 1964, when it was owned by a railroad club there, which had it pulled around by a diesel locomotive. A sign in the window says "Dixie Flyer," which was an Indiana Railroad train. Within a few years, 154 ended up at a railway museum in Ohio, which stored it outdoors and allowed the car to slowly deteriorate. It was finally purchased by a Michigan museum, which stripped it for parts to restore an unrelated car, then dumped the body in a field.

At the time of the 1963 abandonment, North Shore Line car 154 became the oldest survivor of the fleet. Unfortunately, it has not survived to the present time. Here, we see it in Anderson, Indiana in November 1964, when it was owned by a railroad club there, which had it pulled around by a diesel locomotive. A sign in the window says “Dixie Flyer,” which was an Indiana Railroad train. Within a few years, 154 ended up at a railway museum in Ohio, which stored it outdoors and allowed the car to slowly deteriorate. It was finally purchased by a Michigan museum, which stripped it for parts to restore an unrelated car, then dumped the body in a field.

A view of the North Shore Line's Mundelein Terminal in July, 1962, looking northwest. (George Niles Photo)

A view of the North Shore Line’s Mundelein Terminal in July, 1962, looking northwest. (George Niles Photo)

George Niles took this picture of the North Shore Line's Mundelein Terminal in July 1962, looking west. Past the terminal, there was a freight interchange with the Soo Line.

George Niles took this picture of the North Shore Line’s Mundelein Terminal in July 1962, looking west. Past the terminal, there was a freight interchange with the Soo Line.

North Shore Line car 735 and others are at the Mundelein Terminal in July 1962. (George Niles Photo)

North Shore Line car 735 and others are at the Mundelein Terminal in July 1962. (George Niles Photo)

North Shore Line former Merchandise Despatch car 228 at Pettibone Yard in July 1962. It is now undergoing restoration at the East Troy Railroad Museum. (George Niles Photo)

North Shore Line former Merchandise Despatch car 228 at Pettibone Yard in July 1962. It is now undergoing restoration at the East Troy Railroad Museum. (George Niles Photo)

North Shore Line freight loco 458 is at the Pettibone Yard in July 1962. (George Niles Photo)

North Shore Line freight loco 458 is at the Pettibone Yard in July 1962. (George Niles Photo)

North Shore Line 752 is part of a two-car train at Edison Court in Waukegan in July 1962. We are looking south. (George Niles Photo)

North Shore Line 752 is part of a two-car train at Edison Court in Waukegan in July 1962. We are looking south. (George Niles Photo)

The Rynksel Oil and Coal Company was located in Waukegan, which is where this picture of the North Shore Line was taken (along the Skokie Valley Route) in July 1962. We are looking south from the south end of the Edison Court station. Waukegan was where the NSL originated in the late 1890s, and as there was a lot less ridership north of here, there were storage tracks, and cars were added and cut going north and south as needed. (George Niles Photo)

The Rynksel Oil and Coal Company was located in Waukegan, which is where this picture of the North Shore Line was taken (along the Skokie Valley Route) in July 1962. We are looking south from the south end of the Edison Court station. Waukegan was where the NSL originated in the late 1890s, and as there was a lot less ridership north of here, there were storage tracks, and cars were added and cut going north and south as needed. (George Niles Photo)

North Shore Line 752 is at Edison Court in July 1962. (George Niles Photo)

North Shore Line 752 is at Edison Court in July 1962. (George Niles Photo)

The "38 Fast Trains Daily" sign at the North Shore Line's Milwaukee Terminal on June 18, 1962.

The “38 Fast Trains Daily” sign at the North Shore Line’s Milwaukee Terminal on June 18, 1962.

Finally, here are some black and white photos that the late Robert Heinlein took in the mid-1950s:

The Milwaukee Terminal. (Robert Heinlein Photo)

The Milwaukee Terminal. (Robert Heinlein Photo)

A two-car train leaves the Milwaukee Terminal. (Robert Heinlein Photo)

A two-car train leaves the Milwaukee Terminal.
(Robert Heinlein Photo)

The Shore Line Route. (Robert Heinlein Photo)

The Shore Line Route. (Robert Heinlein Photo)

Winnetka on the Shore Line Route. (Robert Heinlein Photo)

Winnetka on the Shore Line Route. (Robert Heinlein Photo)

Ravinia Park on the Shore Line Route. (Robert Heinlein Photo)

Ravinia Park on the Shore Line Route. (Robert Heinlein Photo)

Street running on Greenleaf Avenue in Wilmette. (Robert Heinlein Photo)

Street running on Greenleaf Avenue in Wilmette. (Robert Heinlein Photo)

Greenleaf Avenue in Wilmette. (Robert Heinlein Photo)

Greenleaf Avenue in Wilmette. (Robert Heinlein Photo)

The 10th Street station in Waukegan on the Shore Line Route. After 1947, this was where the Shore Line Route ended. (Robert Heinlein Photo)

The 10th Street station in Waukegan on the Shore Line Route. After 1947, this was where the Shore Line Route ended. (Robert Heinlein Photo)

Our Latest Book, Now Available:

The North Shore Line

FYI, my new Arcadia Publishing book The North Shore Line is now available for immediate shipment. My publisher decided to expand it to 160 pages, instead of the usual 128. That’s a 25% increase, without any change to the $23.99 price. I am quite pleased with how this turned out.

From the back cover:

As late as 1963, it was possible to board high-speed electric trains on Chicago’s famous Loop “L” that ran 90 miles north to Milwaukee. This was the Chicago North Shore & Milwaukee Railroad, commonly known as the North Shore Line. It rose from humble origins in the 1890s as a local streetcar line in Waukegan to eventually become America’s fastest interurban under the visionary management of Midwest utilities tycoon Samuel Insull. The North Shore Line, under Insull, became a worthy competitor to the established steam railroads. Hobbled by the Great Depression, the road fought back in 1941 with two streamlined, air-conditioned, articulated trains called Electroliners, which included dining service. It regained its popularity during World War II, when gasoline and tires were rationed, but eventually, it fell victim to highways and the automobile. The North Shore Line had intercity rail, commuter rail, electric freight, city streetcars, and even buses. It has been gone for nearly 60 years, but it will always remain the Road of Service.

Each copy purchased here will be signed by the author, and you will also receive a bonus North Shore Line map.  Books will ship by USPS Media Mail.

Chapters:
01. Beginnings
02. The Milwaukee Division
03. The Shore Line Route
04. The Skokie Valley Route
05. The Mundelein Branch
06. On the “L”
07. City Streetcars
08. Trolley Freight
09. The Long Goodbye
10. The Legacy

Title The North Shore Line
Images of America
Author David Sadowski
Edition illustrated
Publisher Arcadia Publishing (SC), 2023
ISBN 1467108960, 978-1467108966
Length 160 pages

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

For Shipping to US Addresses:

New Compact Disc, Now Available:

CTA-1
The Last Chicago Streetcars 1958
# of Discs – 1
Price: $15.99

Until now, it seemed as though audio recordings of Chicago streetcars were practically non-existent. For whatever reason, the late William A. Steventon does not appear to have made any for his Railroad Record Club, even though he did make other recordings in the Chicago area in 1956.

Now, audio recordings of the last runs of Chicago streetcars have been found, in the collections of the late Jeffrey L. Wien (who was one of the riders on that last car). We do not know who made these recordings, but this must have been done using a portable reel-to-reel machine.

These important recordings will finally fill a gap in transit history. The last Chicago Transit Authority streetcar finished its run in the early hours of June 21, 1958. Now you can experience these events just as Chicagoans did.

As a bonus, we have included Keeping Pace, a 1939 Chicago Surface Lines employee training program. This was digitally transferred from an original 16” transcription disc. These recordings were unheard for 80 years.

Total time – 74:38

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Elevation

An eastbound six-car Lake Street "L" A train approaches Oak Park Avenue in suburban Oak Park on March 23, 1955. Trains ran adjacent to South Boulevard until October 28, 1962, when they were relocated to the Chicago and North Western embankment. (Robert A. Selle Photo)

An eastbound six-car Lake Street “L” A train approaches Oak Park Avenue in suburban Oak Park on March 23, 1955. Trains ran adjacent to South Boulevard until October 28, 1962, when they were relocated to the Chicago and North Western embankment. (Robert A. Selle Photo)

October 28, 2022 was the 60th anniversary of the elevation of the outer 2.5 miles of the Lake Street “L” (now the CTA Green Line). This was an important event in the history of suburban Oak Park and the Austin neighborhood in Chicago.

The steel Lake Street “L” structure, first opened in 1893, was only built as far west as Laramie Avenue (5200 W). Once the main “L” lines were built by the four original private companies, they extended service out to less populated areas at a greatly reduced cost by putting the tracks at ground level. The idea was to establish service, then wait until the surrounding area developed, and then elevate the tracks.

In some cases, this elevation never happened. To this day, portions of the Chicago Transit Authority’s Brown, Pink, Yellow, and Purple lines continue to run at ground level.

The Lake Street “L”‘s ground level extension opened in 1901. The Chicago and North Western’s tracks, which were adjacent to the “L”, were elevated circa 1909-1910, with extremely tight clearances the result. The ground level “L” operated much like a streetcar, using overhead wire instead of third rail, and used high-level platforms.

By the 1930s, the City of Chicago, under the influence of New York City, wanted to build subways to replace the Loop elevated. The subways that eventually were built (State Street, Milwaukee-Dearborn, and West Side) were very ambitious and costly projects which helped alleviate overcrowding on the Loop, but could not replace it outright.

City planners had ideas for putting portions of the Lake line into various subways, so portions of the elevated structure could be torn down. But once the Chicago Transit Authority took over operations in 1947, it was quickly determined that the outer portion of the line, the ground-level section, was the real difficulty.

There were 22 grade crossings in this section, all manually operated by a gateman 24 hours a day. In a similar situation, the City of Berwyn was uncooperative with the CTA’s plans to reduce the number of grade crossings and install automatic gates. As a result, service on the Douglas Park “L” was cut back from Oak Park Avenue (6800 W) to 54th Avenue (5400 W), where it remains today.

Faced with the possible truncation of the Lake Street “L” to Laramie Avenue, the Village of Oak Park took a different approach, working cooperatively with all the interested parties (the City of Chicago, Chicago Transit Authority, and the Chicago and North Western), and a plan came about that benefitted everyone.

The C&NW embankment had enough extra space on it to accommodate the CTA tracks, which permitted the Lake Street “L” to be elevated at last. Removing the tracks from the street eliminated all 22 grade crossings, reducing the CTA’s payroll.

“L” operations were speeded up, offering better service, and the North Western received new revenue from renting out the space. The railroad was allowed to close some lightly used commuter rail stations, ceding these customers to the CTA, which speeded up service for riders farther out.

Removing the ground-level tracks widened the street, reducing traffic congestion and increasing the amount of parking spaces available. It was a win-win for all.

Plans were finalized around 1958, but construction does not seem to have begun until 1961. Service was changed over to the embankment at 6:00pm on October 28, 1962 (see the newspaper article below).

I was seven years old when this transition took place, and rode the ground-level “L” many times. It was always a bit tense, as all 22 cross streets were blind crossings. Cars might come darting out from under a viaduct at the last second, and there were some collisions between “L” cars and autos.

The tight clearances also prevented the use of the CTA’s 6000-series “L” cars in the 1950s, as they had curved sides that stuck out farther than previous equipment. Once the line began running on the embankment, it was possible to use newer equipment, and the CTA assigned many of their new 2000-series rapid transit cars to the Lake line starting in 1964.

Now, the “L” has been running on the embankment for nearly the same length of time as the ground-level operation had. And practically every trace of that surface trackage and stations is long gone.

People who have grown up in the area since 1962 might not have any idea that the “L” ever ran anywhere but on the embankment, but this is an important part of Oak Park’s history, and it deserves to be remembered.

Fortunately, we recently collected various images showing both the construction work, and many taken on the very day of the ground-level operation, October 28, 1962. In addition to this, we have an excellent selection of other classic traction photos from around the country.

We are pleased to report that our latest book The North Shore Line is now 100% complete and has gone to press. The publication date is February 20, 2023, and we are now taking pre-orders. You will find more information about that at the end of this post (and our Online Store).

-David Sadowski

PS- You might also like our Trolley Dodger Facebook auxiliary, a private group that now has 1,016 members.

Our friend Kenneth Gear now has a Facebook group for the Railroad Record Club. If you enjoy listening to audio recordings of classic railroad trains, whether steam, electric, or diesel, you might consider joining.

FYI, the Hoosier Traction Facebook Group celebrates electric transit in Indiana and the Midwest. It also supports the activities of the annual Hoosier Traction Meet in Dayton, OH (although not affiliated with the North American Transit Historical Society, which organizes that event).

The Lake Street “L” in Transition

In this July 16, 1961 view, work has just started on connecting the "L" with the nearby Chicago and North Western embankment. But the changeover point between overhead wire and third rail has already been moved to the Central Avenue ground-level station. This would otherwise have been a complicating factor in the transition process, as both routes would need to be operational for a short time simultaneously.

In this July 16, 1961 view, work has just started on connecting the “L” with the nearby Chicago and North Western embankment. But the changeover point between overhead wire and third rail has already been moved to the Central Avenue ground-level station. This would otherwise have been a complicating factor in the transition process, as both routes would need to be operational for a short time simultaneously.

The view looking west from Laramie Avenue on August 27, 1961. A new temporary track has been built at left, supported by wooden pilings, to allow the ground-level operation to continue while the new "L" connection is being built. Note the Chicago and North Western freight train at right.

The view looking west from Laramie Avenue on August 27, 1961. A new temporary track has been built at left, supported by wooden pilings, to allow the ground-level operation to continue while the new “L” connection is being built. Note the Chicago and North Western freight train at right.

This picture, taken on August 27, 1961, shows how the "L" was shored up during construction of the new connection to the nearby railroad embankment.

This picture, taken on August 27, 1961, shows how the “L” was shored up during construction of the new connection to the nearby railroad embankment.

On August 27, 1961, new steel has been added to the "L" structure at Laramie Avenue. This section of "L" was eventually rebuilt in the 1990s, when the line was shut down for about two years.

On August 27, 1961, new steel has been added to the “L” structure at Laramie Avenue. This section of “L” was eventually rebuilt in the 1990s, when the line was shut down for about two years.

On September 10, 1961, new streel is being added to the "L" to support the additional tracks needed for the realignment.

On September 10, 1961, new streel is being added to the “L” to support the additional tracks needed for the realignment.

Looking west from the Laramie Avenue "L" station on September 17, 1961. New tracks will be added to create a junction between the old and new alignments.

Looking west from the Laramie Avenue “L” station on September 17, 1961. New tracks will be added to create a junction between the old and new alignments.

Third rail (here referred to as "trolley rail") was installed between Laramie and Parkside Avenues on the Lake Street "L" as of May 8, 1961. This was one of the first actions taken in the project to move the "L" onto the nearby railroad embankment.

Third rail (here referred to as “trolley rail”) was installed between Laramie and Parkside Avenues on the Lake Street “L” as of May 8, 1961. This was one of the first actions taken in the project to move the “L” onto the nearby railroad embankment.

Work on the CTA's new Congress "L" branch was finishing up just as work began on realigning the outer portion of the Lake Street "L". Once these projects were finished, all the CTA grade crossings in Oak Park and Forest Park were eliminated.

Work on the CTA’s new Congress “L” branch was finishing up just as work began on realigning the outer portion of the Lake Street “L”. Once these projects were finished, all the CTA grade crossings in Oak Park and Forest Park were eliminated.

The changeover point from third rail to overhead wire on the Lake Street "L" was moved from Laramie to Central Avenue on May 22, 1961, at the beginning of the relocation project.

The changeover point from third rail to overhead wire on the Lake Street “L” was moved from Laramie to Central Avenue on May 22, 1961, at the beginning of the relocation project.

Overhead wire was removed from the eastbound Lake Street "L" track between Central and Laramie on May 24, 1961.

Overhead wire was removed from the eastbound Lake Street “L” track between Central and Laramie on May 24, 1961.

Central Avenue and Lake Street on October 28, 1962. This was the only place on the "L" system where trains under wire crossed a trolley bus line. Motor buses replaced trolley buses on Central on January 17, 1970. This portion of Lake Street was renamed Corcoran Place a few years after this picture was taken, to honor a local alderman who had recently died.

Central Avenue and Lake Street on October 28, 1962. This was the only place on the “L” system where trains under wire crossed a trolley bus line. Motor buses replaced trolley buses on Central on January 17, 1970. This portion of Lake Street was renamed Corcoran Place a few years after this picture was taken, to honor a local alderman who had recently died.

We are looking east along what was then Lake Street at Mayfield Avenue on October 28, 1962. We are just east of where the dedication ceremony took place. The new Central Avenue "L" station can be seen in the distance.

We are looking east along what was then Lake Street at Mayfield Avenue on October 28, 1962. We are just east of where the dedication ceremony took place. The new Central Avenue “L” station can be seen in the distance.

We are looking to the northeast along what was then Lake Street (now Corcoran Place) just east of Austin Boulevard on October 28, 1962.

We are looking to the northeast along what was then Lake Street (now Corcoran Place) just east of Austin Boulevard on October 28, 1962.

Chicago's dedication ceremony for the new "L" alignment took place on what was then Lake Street (now Corcoran Place), between Austin Boulevard and Mason Avenue. Mayor Richard J, Daley and CTA chairman Virgil Gunlock presided. A similar ceremony was held in Oak Park.

Chicago’s dedication ceremony for the new “L” alignment took place on what was then Lake Street (now Corcoran Place), between Austin Boulevard and Mason Avenue. Mayor Richard J, Daley and CTA chairman Virgil Gunlock presided. A similar ceremony was held in Oak Park.

CTA "L" car 4407 appears to have been decorated for the dedication event near the Austin stop on October 28, 1962.

CTA “L” car 4407 appears to have been decorated for the dedication event near the Austin stop on October 28, 1962.

I believe we are just west of the Austin Boulevard "L" station on October 28, 1962.

I believe we are just west of the Austin Boulevard “L” station on October 28, 1962.

Clearances were extremely narrow on the ground level portion of the Lake Street "L", and therefore, when the line was elevated, temporary entrances were used. Once the old "L" had been cleared away, construction of the permanent entrances continued.

Clearances were extremely narrow on the ground level portion of the Lake Street “L”, and therefore, when the line was elevated, temporary entrances were used. Once the old “L” had been cleared away, construction of the permanent entrances continued.

Again, near Austin Boulevard on October 28, 1962. We are looking to the northeast.

Again, near Austin Boulevard on October 28, 1962. We are looking to the northeast.

An eastbound Lake Street "A" train is just east of Ridgeland Avenue on October 28, 1962.

An eastbound Lake Street “A” train is just east of Ridgeland Avenue on October 28, 1962.

We are looking west, just east of the Ridgeland Avenue "L" station on October 28, 1962. The building at left with the sign on it advertising a dry cleaner is now occupied by the Tayloe Glass Company.

We are looking west, just east of the Ridgeland Avenue “L” station on October 28, 1962. The building at left with the sign on it advertising a dry cleaner is now occupied by the Tayloe Glass Company.

We are looking west along South Boulevard at Marion Street in suburban Oak Park on October 28, 1962. A two-tone mid-50s Ford heads north on Marion, while an early 1960s Corvair is eastbound on South Boulevard. This is a rare opportunity to see "L" cars on both levels.

We are looking west along South Boulevard at Marion Street in suburban Oak Park on October 28, 1962. A two-tone mid-50s Ford heads north on Marion, while an early 1960s Corvair is eastbound on South Boulevard. This is a rare opportunity to see “L” cars on both levels.

We are looking west along South Boulevard at Marion Street on October 28, 1962. The sign at left advertises Blue Cab, and there is a cab waiting there to serve people getting off the "L".

We are looking west along South Boulevard at Marion Street on October 28, 1962. The sign at left advertises Blue Cab, and there is a cab waiting there to serve people getting off the “L”.

Looking west along South Boulevard at Marion Street on October 28, 1962. Due to the narrow width of South Boulevard in this area, it was a one-way street going east. This section is now a two-way street, although there is still a section that is one way westbound, between Oak Park Avenue and Home Avenue.

Looking west along South Boulevard at Marion Street on October 28, 1962. Due to the narrow width of South Boulevard in this area, it was a one-way street going east. This section is now a two-way street, although there is still a section that is one way westbound, between Oak Park Avenue and Home Avenue.

A closer view of the new and old "L" stations. The sign above the entrance advertises the all metal "L" cars the CTA had operated on Lake since the last wood cars were taken off this line in 1954.

A closer view of the new and old “L” stations. The sign above the entrance advertises the all metal “L” cars the CTA had operated on Lake since the last wood cars were taken off this line in 1954.

At one time, Blue Cab had their headquarters on South Boulevard, but I don't recall offhand whether they were located here. The Lake Street "L" ground-level trackage extended across Harlem Avenue a short distance west of here. In the distance, you can see construction is already underway on expanding the railroad embankment to create a new yard for Lake Street trains. It opened in 1964.

At one time, Blue Cab had their headquarters on South Boulevard, but I don’t recall offhand whether they were located here. The Lake Street “L” ground-level trackage extended across Harlem Avenue a short distance west of here. In the distance, you can see construction is already underway on expanding the railroad embankment to create a new yard for Lake Street trains. It opened in 1964.

This slide, taken by the same photographer, has a processing date of May 1963. Lake Street trains are running on the embankment, with their trolley poles removed. The old tracks are still in place but will soon be ripped up. The adjacent street was widened and parking spaces added.

This slide, taken by the same photographer, has a processing date of May 1963. Lake Street trains are running on the embankment, with their trolley poles removed. The old tracks are still in place but will soon be ripped up. The adjacent street was widened and parking spaces added.

The Congress Expressway is under construction at Homan Avenue on October 9, 1955, and would soon open as far west as Laramie Avenue. Tracks are already being laid for the new CTA Congress "L" line, which opened on June 22, 1958, replacing the old Garfield Park "L". Note the very flimsy barrier separating the "L" and highway. This soon proved completely inadequate and was eventually replaced by concrete barriers. Mayor Richard J. Daley drove the first spike for the new rails on July 8, 1955 near Pulaski Road. We are looking east. The entire story of the transition from the Garfield Park "L" to the Congress median line is told in my 2018 book Building Chicago's Subways.

The Congress Expressway is under construction at Homan Avenue on October 9, 1955, and would soon open as far west as Laramie Avenue. Tracks are already being laid for the new CTA Congress “L” line, which opened on June 22, 1958, replacing the old Garfield Park “L”. Note the very flimsy barrier separating the “L” and highway. This soon proved completely inadequate and was eventually replaced by concrete barriers. Mayor Richard J. Daley drove the first spike for the new rails on July 8, 1955 near Pulaski Road. We are looking east. The entire story of the transition from the Garfield Park “L” to the Congress median line is told in my 2018 book Building Chicago’s Subways.

We were fortunately to recently purchase this original early red border Kodachrome slide, taken on September 7, 1941. It shows a fan taking a picture of Connecticut Company car 500, built in 1904 and described as the pride of the fleet, equipped with a kitchen, bathroom, and dining tables. It was acquired by the Shore Line Trolley Museum in 1948.

We were fortunately to recently purchase this original early red border Kodachrome slide, taken on September 7, 1941. It shows a fan taking a picture of Connecticut Company car 500, built in 1904 and described as the pride of the fleet, equipped with a kitchen, bathroom, and dining tables. It was acquired by the Shore Line Trolley Museum in 1948.

A view of the Chicago Transit Authority's Stock Yards branch on September 16, 1956. Service was discontinued the following year, and it has now been 65 years since the last wooden "L" car ran in regular service in Chicago.

A view of the Chicago Transit Authority’s Stock Yards branch on September 16, 1956. Service was discontinued the following year, and it has now been 65 years since the last wooden “L” car ran in regular service in Chicago.

Some Milwaukee Electric interurban trains ran past the North Shore Line's Milwaukee Terminal, although there does not seem to have been a track connection here. This picture dates to the 1940s. A TM interurban car did operate on a North Shore Line fantrip in 1949, so there must have been a track connection somewhere. An Electroliner is berthed at the terminal.

Some Milwaukee Electric interurban trains ran past the North Shore Line’s Milwaukee Terminal, although there does not seem to have been a track connection here. This picture dates to the 1940s. A TM interurban car did operate on a North Shore Line fantrip in 1949, so there must have been a track connection somewhere. An Electroliner is berthed at the terminal.

The Logan Square “L” Terminal, right around the end of service in late January 1970. Service was extended on this line via the new Kimball Subway and a median line in the Kennedy Expressway. Service went only to Jefferson Park at first, but now continues all the way to O’Hare Airport.

Another view of the old Logan Square "L" station near the end of service.

Another view of the old Logan Square “L” station near the end of service.

On December 6, 1958, CTA salt car AA98 was still on a trailer at the Electric Railway Historical Society (ERHS) location in Downers Grove. It was formerly Chicago Surface Lines car 2846 and was built in 1908 by the South Chicago City Railway. It went to the Illinois Railway Museum in 1973. (Robert A. Selle Photo)

On December 6, 1958, CTA salt car AA98 was still on a trailer at the Electric Railway Historical Society (ERHS) location in Downers Grove. It was formerly Chicago Surface Lines car 2846 and was built in 1908 by the South Chicago City Railway. It went to the Illinois Railway Museum in 1973. (Robert A. Selle Photo)

The CTA Congress Expressway median line was not the first of its type, that distinction having been taken by the Pacific Electric in 1940. Here, we see a 600-series "Hollywood" car in Cahuenga Pass at Barham Boulevard. This print was made in 1946 but could have been taken earlier. PE service here ended in 1952 (this was part of the Van Nuys line) and the right-of-way was taken up by additional traffic lanes. (Stuart A. Liebman Photo)

The CTA Congress Expressway median line was not the first of its type, that distinction having been taken by the Pacific Electric in 1940. Here, we see a 600-series “Hollywood” car in Cahuenga Pass at Barham Boulevard. This print was made in 1946 but could have been taken earlier. PE service here ended in 1952 (this was part of the Van Nuys line) and the right-of-way was taken up by additional traffic lanes. (Stuart A. Liebman Photo)

Don's Rail Photos: "(North Shore Line) 420 was was built by Pullman in 1928 as an observation. It was out of service by 1932. On July 21, 1943, it reentered service as a motorized coach. It was sold to Seashore Trolley Museum in 1963." Here we see it prior to conversion.

Don’s Rail Photos: “(North Shore Line) 420 was was built by Pullman in 1928 as an observation. It was out of service by 1932. On July 21, 1943, it reentered service as a motorized coach. It was sold to Seashore Trolley Museum in 1963.” Here we see it prior to conversion.

North Shore Line diner 418 at the Milwaukee Terminal, when it was still in service as a diner. This print was made in 1945 but could have been taken earlier. Dining car service on the CNS&M ended in 1947, except for the Electroliners, and car 415, which was used in the "substitute Liner" and for charters.

North Shore Line diner 418 at the Milwaukee Terminal, when it was still in service as a diner. This print was made in 1945 but could have been taken earlier. Dining car service on the CNS&M ended in 1947, except for the Electroliners, and car 415, which was used in the “substitute Liner” and for charters.

A five-car train of Chicago Aurora and Elgin wood cars, including 312, in Wheaton. This print was made in 1945, but the picture was probably taken earlier. (E. Dale Photo)

A five-car train of Chicago Aurora and Elgin wood cars, including 312, in Wheaton. This print was made in 1945, but the picture was probably taken earlier. (E. Dale Photo)

Chicago Aurora and Elgin wood car 24 in Wheaton. This print was made in 1945, but the picture was probably taken earlier. (E. Dale Photo)

Chicago Aurora and Elgin wood car 24 in Wheaton. This print was made in 1945, but the picture was probably taken earlier. (E. Dale Photo)

Chicago Aurora and Elgin steel car 431, which was built by Pullman, in Wheaton. This print was made in 1945, but the picture was probably taken earlier. (E. Dale Photo)

Chicago Aurora and Elgin steel car 431, which was built by Pullman, in Wheaton. This print was made in 1945, but the picture was probably taken earlier. (E. Dale Photo)

A two-car Chicago Aurora and Elgin train, with 414 at the rear, heads west at Laramie Avenue as an Elgin Express. This picture was printed in 1945 but was probably taken earlier. (E. Dale Photo)

A two-car Chicago Aurora and Elgin train, with 414 at the rear, heads west at Laramie Avenue as an Elgin Express. This picture was printed in 1945 but was probably taken earlier. (E. Dale Photo)

Chicago Surface Lines pre-war PCC 7020 heads west on Madison Street at Central Park Avenue. This print was made in 1946 but could have been taken earlier. There is another picture taken at this location in my 2017 book Chicago Trolleys, showing a postwar PCC. (Ken Kidder Photo)

Chicago Surface Lines pre-war PCC 7020 heads west on Madison Street at Central Park Avenue. This print was made in 1946 but could have been taken earlier. There is another picture taken at this location in my 2017 book Chicago Trolleys, showing a postwar PCC. (Ken Kidder Photo)

Chicago Aurora and Elgin wood car 140, formerly from the North Shore Line. Don's Rail Photos: "138 thru 141 were built by American Car in 1910. They were rebuilt for Elevated compatibility in 1919. They were also leased to the CA&E in 1936, returned to the CNS&M in 1945, and sold to the CA&E in 1946." This print was made in 1945, but could have been taken earlier. (E. Dale Photo)

Chicago Aurora and Elgin wood car 140, formerly from the North Shore Line. Don’s Rail Photos: “138 thru 141 were built by American Car in 1910. They were rebuilt for Elevated compatibility in 1919. They were also leased to the CA&E in 1936, returned to the CNS&M in 1945, and sold to the CA&E in 1946.” This print was made in 1945, but could have been taken earlier. (E. Dale Photo)

Chicago Aurora and Elgin steel car 417 heads up a Chicago Express at Laramie Avenue. This print was made in 1945, but could have been taken earlier. (E. Dale Photo)

Chicago Aurora and Elgin steel car 417 heads up a Chicago Express at Laramie Avenue. This print was made in 1945, but could have been taken earlier. (E. Dale Photo)

Don's Rail Photos: "In 1937, the CA&E needed additional equipment. Much was available, but most of the cars suffered from extended lack of maintenance. Finally, 5 coaches were found on the Washington Baltimore & Annapolis which were just the ticket. 35 thru 39, built by Cincinnati Car in 1913, were purchased and remodeled for service as 600 thru 604. The ends were narrowed for service on the El. They had been motors, but came out as control trailers. Other modifications included drawbars, control, etc. A new paint scheme was devised. Blue and grey with red trim and tan roof was adopted from several selections. They entered service between July and October in 1937. The following year, three more cars were acquired. 80 thru 82 were combines built by Cincinnati in 1913. On the CA&E, they were rebuilt in much the same manner as the 600s. The baggage compartment was fitted with seats and the cars were operated as full coaches numbered 700 thru 702. 700 was built by Cincinnati Car Co in 1913 as WB&A 80. It was sold as CA&E 700 in 1938." This picture was printed in 1945, but could have been taken earlier. The location is the Wheaton Shops. (E. Dale Photo)

Don’s Rail Photos: “In 1937, the CA&E needed additional equipment. Much was available, but most of the cars suffered from extended lack of maintenance. Finally, 5 coaches were found on the Washington Baltimore & Annapolis which were just the ticket. 35 thru 39, built by Cincinnati Car in 1913, were purchased and remodeled for service as 600 thru 604. The ends were narrowed for service on the El. They had been motors, but came out as control trailers. Other modifications included drawbars, control, etc. A new paint scheme was devised. Blue and grey with red trim and tan roof was adopted from several selections. They entered service between July and October in 1937. The following year, three more cars were acquired. 80 thru 82 were combines built by Cincinnati in 1913. On the CA&E, they were rebuilt in much the same manner as the 600s. The baggage compartment was fitted with seats and the cars were operated as full coaches numbered 700 thru 702. 700 was built by Cincinnati Car Co in 1913 as WB&A 80. It was sold as CA&E 700 in 1938.” This picture was printed in 1945, but could have been taken earlier. The location is the Wheaton Shops. (E. Dale Photo)

Chicago Aurora and Elgin 435 is westbound at Laramie Avenue on an Aurora Express. This photo was printed in 1945, but could have been taken earlier. (E. Dale Photo)

Chicago Aurora and Elgin 435 is westbound at Laramie Avenue on an Aurora Express. This photo was printed in 1945, but could have been taken earlier. (E. Dale Photo)

Chicago Aurora and Elgin 423 is running on the streets of Aurora as an express. The terminal was relocated off the street at the end of 1939, and the license plate on the car at left is from 1934 or 1936 (probably the former). This print was made in 1945. (E. Dale Photo)

Chicago Aurora and Elgin 423 is running on the streets of Aurora as an express. The terminal was relocated off the street at the end of 1939, and the license plate on the car at left is from 1934 or 1936 (probably the former). This print was made in 1945. (E. Dale Photo)

Birney car 1501 is in Council Bluffs, Iowa in 1947. (Victor G. Wagner Photo)

Birney car 1501 is in Council Bluffs, Iowa in 1947. (Victor G. Wagner Photo)

This is the West Penn Railway in Greensburgh, Pennsylvania, which is 30 miles southeast of Pittsburgh.

This is the West Penn Railway in Greensburgh, Pennsylvania, which is 30 miles southeast of Pittsburgh.

North Shore Line 714 heads up a southbound Chicago Express on the Shore Line Route in North Chicago in 1947. This car was built in 1926 by the Cincinnati Car Company. After the North Shore Line was abandoned in 1963, 714 went to the Illinois Railway Museum, where it is today. (Victor G. Wagner Photo)

North Shore Line 714 heads up a southbound Chicago Express on the Shore Line Route in North Chicago in 1947. This car was built in 1926 by the Cincinnati Car Company. After the North Shore Line was abandoned in 1963, 714 went to the Illinois Railway Museum, where it is today. (Victor G. Wagner Photo)

A view of the Metropolitan "L" crossing the Chicago River on July 10, 1949. We are looking to the northwest.

A view of the Metropolitan “L” crossing the Chicago River on July 10, 1949. We are looking to the northwest.

Five Mile Beach Electric Railway car 32 in Wildwood, New Jersey in 1940. (G. Pilkington Photo)

Five Mile Beach Electric Railway car 32 in Wildwood, New Jersey in 1940. (G. Pilkington Photo)

CTA 2712 leads a two-car Douglas Park "L" train in the early 1950s. The train is headed towards Marshfield Junction, where Douglas Park, Garfield Park, Logan Square, and Humboldt Park lines converged into the Met "L" main line at Paulina. Construction is underway here for the Congress Expressway. A new north-south connection was built soon after this picture was taken, so that Douglas Park trains could be re-routed downtown via the former Logan Square tracks to a new connection with the Lake Street "L". This allowed the Met main line to be removed east of here in 1954, where the "L" was in the way of the new highway.

CTA 2712 leads a two-car Douglas Park “L” train in the early 1950s. The train is headed towards Marshfield Junction, where Douglas Park, Garfield Park, Logan Square, and Humboldt Park lines converged into the Met “L” main line at Paulina. Construction is underway here for the Congress Expressway. A new north-south connection was built soon after this picture was taken, so that Douglas Park trains could be re-routed downtown via the former Logan Square tracks to a new connection with the Lake Street “L”. This allowed the Met main line to be removed east of here in 1954, where the “L” was in the way of the new highway.

A four-car train of CTA 4000s is (I presume) near Howard in the 1950s. Miles Beitler adds, "Photo aad702a looks like a train of 4000s leaving Howard Street southbound on track 1. If I’m correct that that the overhead wire has been removed and the trolley poles on the 4000s are down, this must be after third rail was installed on track 1, which would date the photo to around 1964 or later."

A four-car train of CTA 4000s is (I presume) near Howard in the 1950s. Miles Beitler adds, “Photo aad702a looks like a train of 4000s leaving Howard Street southbound on track 1. If I’m correct that that the overhead wire has been removed and the trolley poles on the 4000s are down, this must be after third rail was installed on track 1, which would date the photo to around 1964 or later.”

Indiana Railroad high-speed car 69 is at Indianapolis on August 11, 1940.

Indiana Railroad high-speed car 69 is at Indianapolis on August 11, 1940.

A North Shore Line freight train is at the Rondout weigh station in January 1963.

A North Shore Line freight train is at the Rondout weigh station in January 1963.

North Shore Line combine 256 is at the front of a three-car train of "Greenliners" (a fan term) in a slide processed in June 1961.

North Shore Line combine 256 is at the front of a three-car train of “Greenliners” (a fan term) in a slide processed in June 1961.

The Ravinia Park Casino was built in 1904 and demolished in 1985. Ravinia Park was built by the Chicago and Milwaukee electric, which became the North Shore Line in 1916.

The Ravinia Park Casino was built in 1904 and demolished in 1985. Ravinia Park was built by the Chicago and Milwaukee electric, which became the North Shore Line in 1916.

Indiana Railroad high-speed car 59 is at Indianapolis on August 11, 1940.

Indiana Railroad high-speed car 59 is at Indianapolis on August 11, 1940.

A Chicago Aurora and Elgin electric loco in Wheaton, where the lines diverged to go to either Aurora (shown here) or Elgin.

A Chicago Aurora and Elgin electric loco in Wheaton, where the lines diverged to go to either Aurora (shown here) or Elgin.

When I posted this circa 1954-55 Garfield Park "L" image to our Facebook group, it generated a lot of discussion as to whether or not this 4000-series "L" car was still in CRT brown paint. The CTA repainted these cars into green and cream starting around 1952. But after much consideration, my conclusion is that this is just a trick of the light, and the car is actually painted in the later CTA colors. It is in shadow and not in direct sunlight. By this time, all such cars should have been repainted and put into married pairs with various modifications (which are visible on this car). The car behind it, which is presumably its mate, is painted green and cream. We are at the east end of the Van Bure Street temporary trackage, which was used from 1953 to 1958. The photographer was apparently looking out the front end of a westbound train, and there was a ramp behind the photographer leading up to the old "L" structure heading to the Loop. The cross street here is Racine Avenue (1200 W).

When I posted this circa 1954-55 Garfield Park “L” image to our Facebook group, it generated a lot of discussion as to whether or not this 4000-series “L” car was still in CRT brown paint. The CTA repainted these cars into green and cream starting around 1952. But after much consideration, my conclusion is that this is just a trick of the light, and the car is actually painted in the later CTA colors. It is in shadow and not in direct sunlight. By this time, all such cars should have been repainted and put into married pairs with various modifications (which are visible on this car). The car behind it, which is presumably its mate, is painted green and cream. We are at the east end of the Van Bure Street temporary trackage, which was used from 1953 to 1958. The photographer was apparently looking out the front end of a westbound train, and there was a ramp behind the photographer leading up to the old “L” structure heading to the Loop. The cross street here is Racine Avenue (1200 W).

I assume this picture of Chicago Surface Lines Peter Witt car 6311 was taken at Devon station. The date given with the negative was January 6, 1941 but this hardly seems likely, given the foliage and the open door. Perhaps month and date were reversed, and a date of June 1, 1941 is correct.

I assume this picture of Chicago Surface Lines Peter Witt car 6311 was taken at Devon station. The date given with the negative was January 6, 1941 but this hardly seems likely, given the foliage and the open door. Perhaps month and date were reversed, and a date of June 1, 1941 is correct.

A view of the Indiana Railroad's Muncie Terminal on August 10, 1940. The photo is by WVK, although I don't know what those initials stand for.

A view of the Indiana Railroad’s Muncie Terminal on August 10, 1940. The photo is by WVK, although I don’t know what those initials stand for.

Indiana Railroad high-speed car 78 in Indianapolis in the late 1930s.

Indiana Railroad high-speed car 78 in Indianapolis in the late 1930s.

A night shot of the North Shore Line's Milwaukee Terminal in July 1962.

A night shot of the North Shore Line’s Milwaukee Terminal in July 1962.

North Shore Line car 748 is part of a two-car train near North Chicago Junction on September 4, 1961.

North Shore Line car 748 is part of a two-car train near North Chicago Junction on September 4, 1961.

This and the next picture shows a Aurora Elgin and Chicago (predecessor to the CA&E) monthly ticket book from June 1922.

This and the next picture shows a Aurora Elgin and Chicago (predecessor to the CA&E) monthly ticket book from June 1922.

The Chicago Aurora and Elgin used uncovered third rail in nearly all areas, including here, in Wheaton, where the Aurora and Elgin branches diverged. A small boy is playing in a nearby field, and people then were not terribly concerned with the danger posed by 600 volts of direct current. If the CA&E had survived, chances are additional protections would be in place.

The Chicago Aurora and Elgin used uncovered third rail in nearly all areas, including here, in Wheaton, where the Aurora and Elgin branches diverged. A small boy is playing in a nearby field, and people then were not terribly concerned with the danger posed by 600 volts of direct current. If the CA&E had survived, chances are additional protections would be in place.

North Shore Line wood car 132 and train at Ravinia Park in the early 1900s.

North Shore Line wood car 132 and train at Ravinia Park in the early 1900s.

Starting in the 1930s, enterprising railfans such as the late Barney Neuberger sold prints of streetcars and interurbans. The smallest such prints were what is now called wallet size, and the going rate was usually 10 cents. Mr. Neuberger had flyers and catalogs printed. There are thousands and thousands of such photos that still circulate, and enrich our knowledge of the past.

Starting in the 1930s, enterprising railfans such as the late Barney Neuberger sold prints of streetcars and interurbans. The smallest such prints were what is now called wallet size, and the going rate was usually 10 cents. Mr. Neuberger had flyers and catalogs printed. There are thousands and thousands of such photos that still circulate, and enrich our knowledge of the past.

CTA 2811 heads up a westbound Garfield Park "L" train of wood cars, circa 1953-54. The ramp connected to the temporary tracks on Van Buren Street/ We are near Sacramento Boulevard. For a time, these tracks crossed over the new Congress Expressway, which was built underneath it. Once the new Congress median line opened in 1958, this structure was removed.

CTA 2811 heads up a westbound Garfield Park “L” train of wood cars, circa 1953-54. The ramp connected to the temporary tracks on Van Buren Street/ We are near Sacramento Boulevard. For a time, these tracks crossed over the new Congress Expressway, which was built underneath it. Once the new Congress median line opened in 1958, this structure was removed.

A two-car Garfield Park "L" train, made up of 4000-series cars, heads west on temporary trackage in Van Buren Street on September 2, 1955. A portion of the Congress Expressway, then under construction, opened later that year.

A two-car Garfield Park “L” train, made up of 4000-series cars, heads west on temporary trackage in Van Buren Street on September 2, 1955. A portion of the Congress Expressway, then under construction, opened later that year.

A Philadelphia Suburban Transportation Company Brill Master Unit is on West Chester Pike at Paoli Road in February 1945. (David H. Cope Photo)

A Philadelphia Suburban Transportation Company Brill Master Unit is on West Chester Pike at Paoli Road in February 1945. (David H. Cope Photo)

The Chicago Aurora and Elgin station in Wheaton, probably in the 1920s.

The Chicago Aurora and Elgin station in Wheaton, probably in the 1920s.

CTA 6190-6189 is at Adams and Wabash on the Loop "L" in July 1954.

CTA 6190-6189 is at Adams and Wabash on the Loop “L” in July 1954.

A northbound CTA train of curved-door 6000s is on the South Side "L" just north of 35th Street in 1954. The middle track had been used for express trains until the CTA realigned north-south service in 1949.

A northbound CTA train of curved-door 6000s is on the South Side “L” just north of 35th Street in 1954. The middle track had been used for express trains until the CTA realigned north-south service in 1949.

This picture was taken from out of the front window of a Lake Street "L" train on July 17, 1954. We are near Garfield Park, and the 4000-series cars parked on the middle track are in mid-day storage. The middle track had been used by express trains prior to 1948, when the CTA inaugurated A/B "skip stop" service.

This picture was taken from out of the front window of a Lake Street “L” train on July 17, 1954. We are near Garfield Park, and the 4000-series cars parked on the middle track are in mid-day storage. The middle track had been used by express trains prior to 1948, when the CTA inaugurated A/B “skip stop” service.

CTA 6047-6048 are looping via a wooden structure at DesPlaines Avenue on July 14, 1954. This was necessary once Chicago Aurora and Elgin service was cut back to Forest Park, starting in September 1953. The direct connection between the two railroads was severed and this loop took CTA trains over the CA&E tracks. Once CA&E was allowed to discontinue passenger service in July 1957, the ramp was no longer necessary. The entire yard area was revamped in 1959 in conjunction with nearby expressway construction.

CTA 6047-6048 are looping via a wooden structure at DesPlaines Avenue on July 14, 1954. This was necessary once Chicago Aurora and Elgin service was cut back to Forest Park, starting in September 1953. The direct connection between the two railroads was severed and this loop took CTA trains over the CA&E tracks. Once CA&E was allowed to discontinue passenger service in July 1957, the ramp was no longer necessary. The entire yard area was revamped in 1959 in conjunction with nearby expressway construction.

Philadelphia Suburban Transportation Company (aka Red Arrow Lines) double-ended car 19 is outbound on West Chester Pike, headed for West Chester, in the early 1950s. Buses replaced trolleys on this line in 1954 so the road could be widened.

Philadelphia Suburban Transportation Company (aka Red Arrow Lines) double-ended car 19 is outbound on West Chester Pike, headed for West Chester, in the early 1950s. Buses replaced trolleys on this line in 1954 so the road could be widened.

Chicago and Illinois Valley (aka the Chicago Ottawa and Peoria, part of the Illinois Traction System) car 56 at Ottawa, Illinois. Don's Rail Photos: "In 1901, the Illinois Valley Traction was incorporated to build the first part of what later became the CO&P. Various other companies were involved in the construction until the CO&P consolidated them all by 1909. The CO&P became the Valley Division of Illinois Traction Inc. in 1923. In 1929, a new company, the Chicago & Illinois Valley, took over the Valley Division and operated it until abandonment on May 14, 1934. It was always considered a part of the Illinois Traction, and this can be seen in its rolling stock. 55 and 56 were built by St. Louis in 1903. 55 was retired in 1921. 56 was used in Peoria from 1920 thru 1927 when it was returned to the Valley. It was scrapped in 1934."

Chicago and Illinois Valley (aka the Chicago Ottawa and Peoria, part of the Illinois Traction System) car 56 at Ottawa, Illinois. Don’s Rail Photos: “In 1901, the Illinois Valley Traction was incorporated to build the first part of what later became the CO&P. Various other companies were involved in the construction until the CO&P consolidated them all by 1909. The CO&P became the Valley Division of Illinois Traction Inc. in 1923. In 1929, a new company, the Chicago & Illinois Valley, took over the Valley Division and operated it until abandonment on May 14, 1934. It was always considered a part of the Illinois Traction, and this can be seen in its rolling stock. 55 and 56 were built by St. Louis in 1903. 55 was retired in 1921. 56 was used in Peoria from 1920 thru 1927 when it was returned to the Valley. It was scrapped in 1934.”

The next-to-last North Shore Line fantrip took place on January 12, 1963, and used coaches 150 and 160. Here, the train has made a photo stop at the old Chicago Rapid Transit Company "L" station at Kostner Avenue, which was in use from 1925 to 1948 on the Niles Center branch. The station was designed by Insull staff architect Arthur U. Gerber. North Shore trains never stopped here in regular service. (William C. Hoffman Photo) Scott Greig adds: "By the way, the last charter on the North Shore was the day after the one pictured. It was a CERA charter with four Silverliners on Sunday, January 13, 1963. Illini Railroad Club announced that they would have a charter on the last day, but they finally had to settle for an extra car added to a regular train."

The next-to-last North Shore Line fantrip took place on January 12, 1963, and used coaches 150 and 160. Here, the train has made a photo stop at the old Chicago Rapid Transit Company “L” station at Kostner Avenue, which was in use from 1925 to 1948 on the Niles Center branch. The station was designed by Insull staff architect Arthur U. Gerber. North Shore trains never stopped here in regular service. (William C. Hoffman Photo) Scott Greig adds: “By the way, the last charter on the North Shore was the day after the one pictured. It was a CERA charter with four Silverliners on Sunday, January 13, 1963. Illini Railroad Club announced that they would have a charter on the last day, but they finally had to settle for an extra car added to a regular train.”

The two car fantrip train has stopped at the old Clark and Lake "L" station on January 12, 1963. (William C. Hoffman Photo)

The two car fantrip train has stopped at the old Clark and Lake “L” station on January 12, 1963. (William C. Hoffman Photo)

North Shore Line coach 772 is southbound at North Chicago Junction on July 4, 1955, operating on the Shore Line Route that would be abandoned later that month. Skokie Valley Route trains went to the other side of the station. (William C. Hoffman Photo)

North Shore Line coach 772 is southbound at North Chicago Junction on July 4, 1955, operating on the Shore Line Route that would be abandoned later that month. Skokie Valley Route trains went to the other side of the station. (William C. Hoffman Photo)

The North Shore Line Milwaukee Terminal on June 25, 1961.

The North Shore Line Milwaukee Terminal on June 25, 1961.

Electroliner 803-804 is northbound on Fifth Street in Milwaukee at Maple on January 13, 1963. All the buildings on the right are gone now, as this is now the location of an expressway. (Jeffrey L. Wien Photo)

Electroliner 803-804 is northbound on Fifth Street in Milwaukee at Maple on January 13, 1963. All the buildings on the right are gone now, as this is now the location of an expressway. (Jeffrey L. Wien Photo)

North Shore Line snow plow 605 at Pettibone Yards on August 29, 1964. Built by Russell in 1921, it became the last piece of NSL equipment to be scrapped on the property. David A. Myers Jr. says he found someone who was interested in taking it, but they procrastinated so long that the tracks were taken up around the car, and it was then scrapped in place. (Jeffrey L. Wien Photo)

North Shore Line snow plow 605 at Pettibone Yards on August 29, 1964. Built by Russell in 1921, it became the last piece of NSL equipment to be scrapped on the property. David A. Myers Jr. says he found someone who was interested in taking it, but they procrastinated so long that the tracks were taken up around the car, and it was then scrapped in place. (Jeffrey L. Wien Photo)

Chicago Surface Lines prewar PCC 4048 is downtown, signed for the Madison-Fifth route which was a branch of Route 20 - Madison. The 83 cars in this series were built in 1936 and retired in 1956. The sole survivor is 4021, which is now at the Illinois Railway Museum.

Chicago Surface Lines prewar PCC 4048 is downtown, signed for the Madison-Fifth route which was a branch of Route 20 – Madison. The 83 cars in this series were built in 1936 and retired in 1956. The sole survivor is 4021, which is now at the Illinois Railway Museum.

Chicago Surface Lines work car H7. Don's Rail Photos: "H7, mail car, was built by American Car Co in 1891, as a Cicero & Proviso Street Railway passenger car. It was rebuilt as Chicago Union Traction 8 in 1900 as a mail car and as Chicago Railways 8 in 1903. It was renumbered H7 in 1913 and became CSL H7 in 1914. It was retired on May 16, 1949."

Chicago Surface Lines work car H7. Don’s Rail Photos: “H7, mail car, was built by American Car Co in 1891, as a Cicero & Proviso Street Railway passenger car. It was rebuilt as Chicago Union Traction 8 in 1900 as a mail car and as Chicago Railways 8 in 1903. It was renumbered H7 in 1913 and became CSL H7 in 1914. It was retired on May 16, 1949.”

Indiana Railroad car 65. Don's Rail Photos: "65 was built by Pullman in 1931, #6399. The lounge section was replaced by a baggage section. 65 was sold to the Cedar Rapids & Iowa City as 120 in 1941. In 1954 it was purchased as the first car of the Illinois Railway Museum, which was known as the Illinois Electric Railway Museum at that time. I put in many enjoyable hours working on that car prior to 1960 when I moved to Peoria."

Indiana Railroad car 65. Don’s Rail Photos: “65 was built by Pullman in 1931, #6399. The lounge section was replaced by a baggage section. 65 was sold to the Cedar Rapids & Iowa City as 120 in 1941. In 1954 it was purchased as the first car of the Illinois Railway Museum, which was known as the Illinois Electric Railway Museum at that time. I put in many enjoyable hours working on that car prior to 1960 when I moved to Peoria.”

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The North Shore Line

Publication Date: February 20, 2023

FYI, my new Arcadia Publishing book The North Shore Line is now finished and has gone to press. My publisher decided to expand it to 160 pages, instead of the usual 128. That’s a 25% increase, without any change to the $23.99 price. I am quite pleased with how this turned out.

From the back cover:

As late as 1963, it was possible to board high-speed electric trains on Chicago’s famous Loop “L” that ran 90 miles north to Milwaukee. This was the Chicago North Shore & Milwaukee Railroad, commonly known as the North Shore Line. It rose from humble origins in the 1890s as a local streetcar line in Waukegan to eventually become America’s fastest interurban under the visionary management of Midwest utilities tycoon Samuel Insull. The North Shore Line, under Insull, became a worthy competitor to the established steam railroads. Hobbled by the Great Depression, the road fought back in 1941 with two streamlined, air-conditioned, articulated trains called Electroliners, which included dining service. It regained its popularity during World War II, when gasoline and tires were rationed, but eventually, it fell victim to highways and the automobile. The North Shore Line had intercity rail, commuter rail, electric freight, city streetcars, and even buses. It has been gone for nearly 60 years, but it will always remain the Road of Service.

Each copy purchased here will be signed by the author, and you will also receive a bonus North Shore Line map.  Books will ship by USPS Media Mail as soon as we receive them, on or before February 20, 2023.

Chapters:
01. Beginnings
02. The Milwaukee Division
03. The Shore Line Route
04. The Skokie Valley Route
05. The Mundelein Branch
06. On the “L”
07. City Streetcars
08. Trolley Freight
09. The Long Goodbye
10. The Legacy

Title The North Shore Line
Images of America
Author David Sadowski
Edition illustrated
Publisher Arcadia Publishing (SC), 2023
ISBN 1467108960, 978-1467108966
Length 160 pages

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

For Shipping to US Addresses:

New Compact Disc, Now Available:

CTA-1
The Last Chicago Streetcars 1958
# of Discs – 1
Price: $15.99

Until now, it seemed as though audio recordings of Chicago streetcars were practically non-existent. For whatever reason, the late William A. Steventon does not appear to have made any for his Railroad Record Club, even though he did make other recordings in the Chicago area in 1956.

Now, audio recordings of the last runs of Chicago streetcars have been found, in the collections of the late Jeffrey L. Wien (who was one of the riders on that last car). We do not know who made these recordings, but this must have been done using a portable reel-to-reel machine.

These important recordings will finally fill a gap in transit history. The last Chicago Transit Authority streetcar finished its run in the early hours of June 21, 1958. Now you can experience these events just as Chicagoans did.

As a bonus, we have included Keeping Pace, a 1939 Chicago Surface Lines employee training program. This was digitally transferred from an original 16” transcription disc. These recordings were unheard for 80 years.

Total time – 74:38

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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: