Ravenswood Rarities

CTA 4271-4272 head up a Ravenswood "A" train leaving Kimball and Lawrence on October 21, 1973. This shows how this pair of cars looked before they were renovated as part of CTA's historical fleet.

CTA 4271-4272 head up a Ravenswood “A” train leaving Kimball and Lawrence on October 21, 1973. This shows how this pair of cars looked before they were renovated as part of CTA’s historical fleet.

This time around, we have lots of classic traction photos for your consideration. For whatever reason, many of them were taken in the vicinity of Lawrence and Kimball, terminus of the CTA Brown Line (formerly known as the Ravenswood “L”).

There was a recent fantrip on the CTA “L” system, using historic cars 4271-4272. This sold out quickly, and unfortunately, we were not able to participate. But it did help raise money for two very worthy causes. Besides helping to keep these early 1920s railcars running on the CTA, funds also went to assist the Fox River Trolley Museum recover from the vandalism they suffered last year. We encourage our readers to help with these efforts by contacting those organizations directly.

We do have several images of 4271-4272 from previous fantrips, however (and one, at the top of this page, from one of the last times they were used in regular service).

Many of these images come courtesy of Bill Shapotkin. We hope that you will support Mr. Shapotkin’s efforts by attending his programs, which include the upcoming Hoosier Traction Meet this September. More about that will be found further down in this post. We also have some additional recent photo finds of our own.

Just to dispel any notion that these images always looked this way, this time we have included some “before” shots that you can contrast with the “after” ones. There is a lot of work that goes into making these images look better.

As always, if you can help provide any additional information about these photos, we would love to hear from you.

Enjoy!

-David Sadowski

PS- A few of our readers have pointed out that in our last couple of posts, clicking on the various images with your mouse would not bring up a larger version of that picture, so you can study it more closely. We have fixed that issue in this new post, and promise we will go back soon and correct it on those two as well.

From the Collections of William Shapotkin:

CTA PCC 4380 on the Wentworth line on June 16, 1958, less than a week before the end of streetcar service in Chicago.

CTA PCC 4380 on the Wentworth line on June 16, 1958, less than a week before the end of streetcar service in Chicago.

This is a duplicate slide, but started out as a 1958 Ektachrome slide, where the color layers other than red were unstable and faded badly. This left very little to work with, but I did the best I could.

This is a duplicate slide, but started out as a 1958 Ektachrome slide, where the color layers other than red were unstable and faded badly. This left very little to work with, but I did the best I could.

Here it is again, tweaked by our good friend J. J. Sedelmaier.

Here it is again, tweaked by our good friend J. J. Sedelmaier.

CTA historic cars 4271-4272 on the Skokie Swift on December 11, 1976.

CTA historic cars 4271-4272 on the Skokie Swift on December 11, 1976.

This and several other similar photos were seriously underexposed.

This and several other similar photos were seriously underexposed.

CTA 2200-series "L" cars at Skokie Shops on December 11, 1976.

CTA 2200-series “L” cars at Skokie Shops on December 11, 1976.

CTA Wheel Car S-313 at Skokie Shops on December 11, 1976.

CTA Wheel Car S-313 at Skokie Shops on December 11, 1976.

CTA "Met" cars at Kimball Yard, being used either as offices or for storage, in August 1967. (Compare with the picture of these same cars a few years later, showing how they had deteriorated somewhat after being stored outdoors.)

CTA “Met” cars at Kimball Yard, being used either as offices or for storage, in August 1967. (Compare with the picture of these same cars a few years later, showing how they had deteriorated somewhat after being stored outdoors.)

CTA 5001 in the Kimball Yard on July 14, 1961.

CTA 5001 in the Kimball Yard on July 14, 1961.

Restoring this photo was particularly satisfying.

Restoring this photo was particularly satisfying.

CTA 2858 at Kimball on the Ravenswood line on April 14, 1957. I believe the occasion was a charter trip, held by the Illinois Electric Railway Museum. Don's Rail Photos: "2858 was built by Pullman in 1906 as M-WSER 858. In 1913 it was renumbered 2858 and in 1923 it became CRT 2858."

CTA 2858 at Kimball on the Ravenswood line on April 14, 1957. I believe the occasion was a charter trip, held by the Illinois Electric Railway Museum. Don’s Rail Photos: “2858 was built by Pullman in 1906 as M-WSER 858. In 1913 it was renumbered 2858 and in 1923 it became CRT 2858.”

CTA 4063 at Kimball and Lawrence on January 31, 1958.

CTA 4063 at Kimball and Lawrence on January 31, 1958.

CTA 6706 at the Kimball Yard on November 1, 1986. (Ronald J. Sullivan Photo)

CTA 6706 at the Kimball Yard on November 1, 1986. (Ronald J. Sullivan Photo)

CTA 6049-6050 at Kimball Yard on March 16, 1980.

CTA 6049-6050 at Kimball Yard on March 16, 1980.

CTA 6041-6042 at Kimball and Lawrence on March 2, 1977. (Ronald J. Sullivan Photo)

CTA 6041-6042 at Kimball and Lawrence on March 2, 1977. (Ronald J. Sullivan Photo)

CTA 4271-4272 and 3441-3442 at Lawrence and Kimball. These cars were used on a Central Electric Railfans' Association fantrip in 2000. (John Allen Photo)

CTA 4271-4272 and 3441-3442 at Lawrence and Kimball. These cars were used on a Central Electric Railfans’ Association fantrip in 2000. (John Allen Photo)

CTA 2411-2412 have derailed at Kimball Yard on August 25, 1978.

CTA 2411-2412 have derailed at Kimball Yard on August 25, 1978.

Here, a couple of old CTA "Met" cars are being used as either offices or storage at Kimball Yard in April 1974.

Here, a couple of old CTA “Met” cars are being used as either offices or storage at Kimball Yard in April 1974.

CTA 6643-6644 in the Kimball Yard on February 1, 1987.

CTA 6643-6644 in the Kimball Yard on February 1, 1987.

CTA 4387 and 4432 in the Kimball yard on July 25, 1970.

CTA 4387 and 4432 in the Kimball yard on July 25, 1970.

CTA 6165-6166 at Kimball, the outer terminal on the Ravenswood line (today's Brown Line), on May 21, 1977. (Ronald J. Sullivan Photo)

CTA 6165-6166 at Kimball, the outer terminal on the Ravenswood line (today’s Brown Line), on May 21, 1977. (Ronald J. Sullivan Photo)

CTA 6166-6165, working a westbound trip on CTA's Ravenswood Line, approaches the Kimball and Lawrence terminal on June 20, 1952.

CTA 6166-6165, working a westbound trip on CTA’s Ravenswood Line, approaches the Kimball and Lawrence terminal on June 20, 1952.

CTA 6139-6140 at Kimball and Lawrence on November 13, 1977. (Ronald J. Sullivan Photo)

CTA 6139-6140 at Kimball and Lawrence on November 13, 1977. (Ronald J. Sullivan Photo)

CTA 4271-4272 at Kimball and Lawrence., during an NRHS fantrip on December 13, 1998. During the fantrip, these cars were operated between the terminal and the storage yard, for the benefit of ticket-holders. (William Shapotkin Photo)

CTA 4271-4272 at Kimball and Lawrence., during an NRHS fantrip on December 13, 1998. During the fantrip, these cars were operated between the terminal and the storage yard, for the benefit of ticket-holders. (William Shapotkin Photo)

On December 13, 1998, CTA historic cars 4271-4272 are being operated as part of an NRHS fantrip. At left, 3455-3456 has just arrived as an in-service train, and is about to be moved to the yard. The view looks north, off the south end of track 3. (William Shapotkin Photo)

On December 13, 1998, CTA historic cars 4271-4272 are being operated as part of an NRHS fantrip. At left, 3455-3456 has just arrived as an in-service train, and is about to be moved to the yard. The view looks north, off the south end of track 3. (William Shapotkin Photo)

CTA gate car (either 280 or 390) at Kimball and Lawrence on a Central Electric Railfans' Associaiton fantrip in the 1950s. (Ken Rieger Photo)

CTA gate car (either 280 or 390) at Kimball and Lawrence on a Central Electric Railfans’ Associaiton fantrip in the 1950s. (Ken Rieger Photo)

As you can see, the original for this 1950s slide was somewhat washed out and devoid of much color.

As you can see, the original for this 1950s slide was somewhat washed out and devoid of much color.

CTA 2769-2770 at Kimball and Lawrence on a Central Electric Railfans' Association fantrip on August 29, 1994. (William Shapotkin Photo)

CTA 2769-2770 at Kimball and Lawrence on a Central Electric Railfans’ Association fantrip on August 29, 1994. (William Shapotkin Photo)

CTA 6101-6102 at Kimball and Lawrence in March 1993. (John J. Le Beau Photo)

CTA 6101-6102 at Kimball and Lawrence in March 1993. (John J. Le Beau Photo)

CTA 6139-6140 at Kimball and Lawrence on June 12, 1976. (Ronald J. Sullivan Photo)

CTA 6139-6140 at Kimball and Lawrence on June 12, 1976. (Ronald J. Sullivan Photo)

It appears CTA 6138 is at the tail end of a train that is approaching the Ravenswood terminal at Kimball and Lawrence in August 1978.

It appears CTA 6138 is at the tail end of a train that is approaching the Ravenswood terminal at Kimball and Lawrence in August 1978.

CTA articulated 5003 near Kimball and Lawrence on September 9, 1958.

CTA articulated 5003 near Kimball and Lawrence on September 9, 1958.

CTA gate car 270 at Kimball yard on September 13, 1953.

CTA gate car 270 at Kimball yard on September 13, 1953.

There is a difference between the faded-out brown here, and "Traction Orange."

There is a difference between the faded-out brown here, and “Traction Orange.”

CTA wooden "L" cars 361 and 257 in the Kimball Yard on February 4, 1951.

CTA wooden “L” cars 361 and 257 in the Kimball Yard on February 4, 1951.

CTA 6103-6104 are at the head of a 6-car Ravenswood train at Kimball and Lawrence on January 23, 1979. (Ronald J. Sullivan Photo)

CTA 6103-6104 are at the head of a 6-car Ravenswood train at Kimball and Lawrence on January 23, 1979. (Ronald J. Sullivan Photo)

A CTA single-car Skokie Swift train near Skokie Shops on December 11, 1976.

A CTA single-car Skokie Swift train near Skokie Shops on December 11, 1976.

CTA Flatcar S-300 at Skokie Shops on May 21, 1977.

CTA Flatcar S-300 at Skokie Shops on May 21, 1977.

CTA Flatcar S-324 at Skokie Shops on May 21, 1977.

CTA Flatcar S-324 at Skokie Shops on May 21, 1977.

CTA Flatcar S-329 at Skokie Shops on May 21, 1977.

CTA Flatcar S-329 at Skokie Shops on May 21, 1977.

CTA Flatcar S-1500 at Skokie Shops on May 21, 1977.

CTA Flatcar S-1500 at Skokie Shops on May 21, 1977.

A train of CTA 2000s (on the Lake-Dan Ryan line) are on the Loop "L" on September 13, 1976.

A train of CTA 2000s (on the Lake-Dan Ryan line) are on the Loop “L” on September 13, 1976.

The CTA Randolph and Wells station on September 13, 1976. This station has since been replaced by Washington and Wells.

The CTA Randolph and Wells station on September 13, 1976. This station has since been replaced by Washington and Wells.

I was particularly happy that I could improve this picture, which is practically monochrome.

I was particularly happy that I could improve this picture, which is practically monochrome.

At left, CTA's Tower 18, at the junction of Lake and Wells, on September 13, 1976. The view looks north.

At left, CTA’s Tower 18, at the junction of Lake and Wells, on September 13, 1976. The view looks north.

CTA articulated train at Skokie Shops in August 1986. Here, it has been repainted to its original Chicago Rapid Transit Company livery. Don's Rail Photos: '5001 was built by Pullman-Standard in 1947, #6747. It was renumbered 51 in 1963 and acquired by Fox River Trolley Museum in 1986. It was restored as 5001."

CTA articulated train at Skokie Shops in August 1986. Here, it has been repainted to its original Chicago Rapid Transit Company livery. Don’s Rail Photos: ‘5001 was built by Pullman-Standard in 1947, #6747. It was renumbered 51 in 1963 and acquired by Fox River Trolley Museum in 1986. It was restored as 5001.”

CTA Flatcar S-1501 at Skokie Shops on May 21, 1977.

CTA Flatcar S-1501 at Skokie Shops on May 21, 1977.

A CTA work train, powered by 6000-series "L" cars, including S-406, at Skokie Shops on May 21, 1977.

A CTA work train, powered by 6000-series “L” cars, including S-406, at Skokie Shops on May 21, 1977.

The CTA bridge over the Chicago & North Western, used by the Lake-Dan Ryan line, in September 1977.

The CTA bridge over the Chicago & North Western, used by the Lake-Dan Ryan line, in September 1977.

CTA 4271 at Skokie Shops on December 11, 1976.

CTA 4271 at Skokie Shops on December 11, 1976.

The front trucks of CTA 4271, at Skokie Shops on December 11, 1976.

The front trucks of CTA 4271, at Skokie Shops on December 11, 1976.

A CTA single-car unit, equipped with an airfoil pan trolley, on the Skokie Swift on December 11, 1976.

A CTA single-car unit, equipped with an airfoil pan trolley, on the Skokie Swift on December 11, 1976.

A CTA single-car unit, equipped with an airfoil pan trolley, on the Skokie Swift on December 11, 1976.

A CTA single-car unit, equipped with an airfoil pan trolley, on the Skokie Swift on December 11, 1976.

If you are used to seeing old slides that look this way, you may not realize that much of the original color has faded, or that it is even possible to bring it back now.

If you are used to seeing old slides that look this way, you may not realize that much of the original color has faded, or that it is even possible to bring it back now.

A train of CTA 2200-series "L" cars at Clinton on the Lake branch of the Lake-Dan Ryan line in September 1977. the view looks west.

A train of CTA 2200-series “L” cars at Clinton on the Lake branch of the Lake-Dan Ryan line in September 1977. the view looks west.

A train of CTA 2000-series "L" cars, running on the Lake-Dan Ryan line, approaches the bridge over the Chicago & North Western in September 1977, heading westbound.

A train of CTA 2000-series “L” cars, running on the Lake-Dan Ryan line, approaches the bridge over the Chicago & North Western in September 1977, heading westbound.

Bringing back the color in this shot made this photo into something special.

Bringing back the color in this shot made this photo into something special.

A train of CTA 2000-series "L" cars at Clinton on the Lake Street "L" (today's Green Line) in September 1977.

A train of CTA 2000-series “L” cars at Clinton on the Lake Street “L” (today’s Green Line) in September 1977.

A CTA single-car unit, equipped with trolley poles, is running on the Evanston branch near Howard on May 28, 1977. Although overhead wire was no longer being used on Evanston, poles were left on a few such cars to serve as backups on the Skokie Swift if needed.

A CTA single-car unit, equipped with trolley poles, is running on the Evanston branch near Howard on May 28, 1977. Although overhead wire was no longer being used on Evanston, poles were left on a few such cars to serve as backups on the Skokie Swift if needed.

CTA Line Car S-606 at Howard Yard on May 28, 1977. Don's Rail Photos: "S-606 was built by Cincinnati in January 1923, #2620, as Chicago North Shore & Milwaukee 606. In 1963 it became CTA S-606 and burned in 1978. The remains were sold to the Indiana Transportation Museum." With the demise of the ITM site in Noblesville, Indiana in 2018, the 606 was acquired by another group, with the intention of restoring it.

CTA Line Car S-606 at Howard Yard on May 28, 1977. Don’s Rail Photos: “S-606 was built by Cincinnati in January 1923, #2620, as Chicago North Shore & Milwaukee 606. In 1963 it became CTA S-606 and burned in 1978. The remains were sold to the Indiana Transportation Museum.” With the demise of the ITM site in Noblesville, Indiana in 2018, the 606 was acquired by another group, with the intention of restoring it.

CTA historic cars 4271-4272 on the Skokie Swift on December 11, 1976.

CTA historic cars 4271-4272 on the Skokie Swift on December 11, 1976.

The east side of Skokie Shops on December 11, 1976.

The east side of Skokie Shops on December 11, 1976.

The CTA junction of Lake and Wells, by Tower 18, on September 13, 1976.

The CTA junction of Lake and Wells, by Tower 18, on September 13, 1976.

CTA Wheel Car S-313 at Skokie Shops on December 11, 1976.

CTA Wheel Car S-313 at Skokie Shops on December 11, 1976.

CTA MoW car S-365 at Skokie Shops on December 11, 1976.

CTA MoW car S-365 at Skokie Shops on December 11, 1976.

CTA MoW car S-365 at Skokie Shops on December 11, 1976.

CTA MoW car S-365 at Skokie Shops on December 11, 1976.

CTA Wheel Car S-313 at Skokie Shops on December 11, 1976.

CTA Wheel Car S-313 at Skokie Shops on December 11, 1976.

The CTA Skokie Swift (today's Yellow Line) on December 11, 1976.

The CTA Skokie Swift (today’s Yellow Line) on December 11, 1976.

A CTA single car unit on the Skokie Swift (today's Yellow Line), on May 28, 1977.

A CTA single car unit on the Skokie Swift (today’s Yellow Line), on May 28, 1977.

CTA 6000s on the Evanston branch at Howard Yard on May 28, 1977.

CTA 6000s on the Evanston branch at Howard Yard on May 28, 1977.

A CTA 6000-series "L" car at Skokie Shops on December 11, 1976.

A CTA 6000-series “L” car at Skokie Shops on December 11, 1976.

Hoosier Traction 2019

This PDF file explains what’s happening in Indianapolis this September 6-7:

hoosiertractionmeet_2019_05_public

Recent Finds

Steinway Lines Birney car 1660 in September 1937, signed for the H line in Pelham Manor, NY. According to a knowledgable historian: "There's a rather long story behind this. Yes, it's a Steinway car, and yes, it's on the TARS line in Westchester County. (The specific line was the route from New Rochelle to Pelham Manor.) Fontaine Fox, a Pelham native and creator of the "Toonerville Trolley" cartoons, said that he used this line as his original inspiration for the cartoon. So when the line was discontinued in 1937, the locals put on a big celebration at which Fox held forth as honored guest. For the occasion, TARS imported the Birney from Queens as the closest thing to the Toonerville Trolley. (Normal service was TARS convertibles or 700s.) The photo shows the car some time before or after the ceremony."

Steinway Lines Birney car 1660 in September 1937, signed for the H line in Pelham Manor, NY. According to a knowledgable historian: “There’s a rather long story behind this. Yes, it’s a Steinway car, and yes, it’s on the TARS line in Westchester County. (The specific line was the route from New Rochelle to Pelham Manor.) Fontaine Fox, a Pelham native and creator of the “Toonerville Trolley” cartoons, said that he used this line as his original inspiration for the cartoon. So when the line was discontinued in 1937, the locals put on a big celebration at which Fox held forth as honored guest. For the occasion, TARS imported the Birney from Queens as the closest thing to the Toonerville Trolley. (Normal service was TARS convertibles or 700s.) The photo shows the car some time before or after the ceremony.”

Prewar Chicago PCC 7010 is at the western terminal of Route 63 - 63rd Street, located at 63rd Place and Narragansett Avenue. After streetcars were cut back to this loop in 1948 (double-ended cars had previously gone a half mile west to Oak Park Avenue) this became a transfer point for buses heading west. This bus is heading to Argo, which is not the name of a suburb, but the name of a factory in suburban Summit that produced Argo corn starch. If you could see the front of the PCC, there were "tiger stripes," intended to make the cars more visible to motorists and pedestrians. PCCs ran on 63rd Street from 1948-52. (William Hoffman Photo, Wien-Criss Archive)

Prewar Chicago PCC 7010 is at the western terminal of Route 63 – 63rd Street, located at 63rd Place and Narragansett Avenue. After streetcars were cut back to this loop in 1948 (double-ended cars had previously gone a half mile west to Oak Park Avenue) this became a transfer point for buses heading west. This bus is heading to Argo, which is not the name of a suburb, but the name of a factory in suburban Summit that produced Argo corn starch. If you could see the front of the PCC, there were “tiger stripes,” intended to make the cars more visible to motorists and pedestrians. PCCs ran on 63rd Street from 1948-52. (William Hoffman Photo, Wien-Criss Archive)

Here, we see CTA PCC 7236, a postwar product of the St. Louis Car Company. Jeff Wien: "It is on Western Avenue Avenue during the one man period 1955-56. Because of the grass in the foreground, it seems park-like, which was the case where Western Avenue was paralleled by Western Blvd., which I believe extended from Archer to Garfield. I would guess that the slide is on Western Ave south of Archer." (Wien-Criss Archive)

Here, we see CTA PCC 7236, a postwar product of the St. Louis Car Company. Jeff Wien: “It is on Western Avenue Avenue during the one man period 1955-56. Because of the grass in the foreground, it seems park-like, which was the case where Western Avenue was paralleled by Western Blvd., which I believe extended from Archer to Garfield. I would guess that the slide is on Western Ave south of Archer.” (Wien-Criss Archive)

Philadelphia Suburban Transportation Company (aka Red Arrow Lines) car 18, a double-ended product of St. Louis Car Company that closely resembled a PCC but had conventional running gear, at the end of the line in West Chester. Rail service on this long interurban line was replaced by buses in June 1954.

Philadelphia Suburban Transportation Company (aka Red Arrow Lines) car 18, a double-ended product of St. Louis Car Company that closely resembled a PCC but had conventional running gear, at the end of the line in West Chester. Rail service on this long interurban line was replaced by buses in June 1954.

CTA 4355 and it's semi-permanently attached mate (not sure of the #) at Marion Street, on the ground level portion of the Lake Street "L", on September 10, 1957.

CTA 4355 and it’s semi-permanently attached mate (not sure of the #) at Marion Street, on the ground level portion of the Lake Street “L”, on September 10, 1957.

Chicago Aurora & Elgin car 50 (with 44 at left) at the Wheaton yards on September 13, 1953. (Robert Selle Photo)

Chicago Aurora & Elgin car 50 (with 44 at left) at the Wheaton yards on September 13, 1953. (Robert Selle Photo)

Chicago Aurora & Elgin car 428 at the Forest Park loop at DesPlaines Avenue on October 10, 1953. Less than a month earlier, CA&E trains stopped running downtown, and a new terminal arrangement was hurriedly put into use, so riders could switch between CA&E and CTA trains. (Robert Selle Photo)

Chicago Aurora & Elgin car 428 at the Forest Park loop at DesPlaines Avenue on October 10, 1953. Less than a month earlier, CA&E trains stopped running downtown, and a new terminal arrangement was hurriedly put into use, so riders could switch between CA&E and CTA trains. (Robert Selle Photo)

A three-car Chicago Aurora & Elgin train , including cars 316 and 314, as seen from the Halsted Street platform of the Garfield Park "L". The view looks east on June 18, 1953, about three months before CA%E service was cut back to Forest Park. (Robert Selle Photo)

A three-car Chicago Aurora & Elgin train , including cars 316 and 314, as seen from the Halsted Street platform of the Garfield Park “L”. The view looks east on June 18, 1953, about three months before CA%E service was cut back to Forest Park. (Robert Selle Photo)

Someone gave me this slide. I am not sure of the circumstances, but it seems to show Blue Bird Coach Lines bus #1.

Someone gave me this slide. I am not sure of the circumstances, but it seems to show Blue Bird Coach Lines bus #1.

This is an interesting photo for several rasons. It shows the temporary ground-level operation on the Garfield Park "L" in the south portion of Van Buren Street, used from 1953-58 while construction of the new Congress rapid transit line was underway in the nearby expressway. But this is not a regular service train-- it's a fantrip for the Illinois Electric Railway Museum. By the time this photo was taken (circa 1955), wooden "L" cars were no longer in use on this line. The second car has been repainted for use in work service. We are at Van Buren and Ogden. In the distance, you can see the old Paulina "L" crossing Ogden. By this time, it was being used by Douglas Park trains to reach the Lake Street "L", as the Pink Line does today.

This is an interesting photo for several rasons. It shows the temporary ground-level operation on the Garfield Park “L” in the south portion of Van Buren Street, used from 1953-58 while construction of the new Congress rapid transit line was underway in the nearby expressway. But this is not a regular service train– it’s a fantrip for the Illinois Electric Railway Museum. By the time this photo was taken (circa 1955), wooden “L” cars were no longer in use on this line. The second car has been repainted for use in work service. We are at Van Buren and Ogden. In the distance, you can see the old Paulina “L” crossing Ogden. By this time, it was being used by Douglas Park trains to reach the Lake Street “L”, as the Pink Line does today.

Chicago Aurora & Elgin interurban box motor 5 at Wheaton in 1949.

Chicago Aurora & Elgin interurban box motor 5 at Wheaton in 1949.

A single CTA wooden "L" car heads east on the ground-level portion of the Lake Street "L" circa 1955. This was relocated onto the adjacent Chicago & North Western embankment in 1962.

A single CTA wooden “L” car heads east on the ground-level portion of the Lake Street “L” circa 1955. This was relocated onto the adjacent Chicago & North Western embankment in 1962.

A mother and her two kids have just gotten off a northbound Evanston train of 4000s at Isabella in June 1972. This station closed on July 16, 1973 and within a short period of time, all traces of it were removed, as it was a short distance from the Linden terminal and had low ridership. That same year, the Evanston branch was converted to third rail operation, and overhead wire was removed.

A mother and her two kids have just gotten off a northbound Evanston train of 4000s at Isabella in June 1972. This station closed on July 16, 1973 and within a short period of time, all traces of it were removed, as it was a short distance from the Linden terminal and had low ridership. That same year, the Evanston branch was converted to third rail operation, and overhead wire was removed.

Recent Correspondence

Andre Kristopans
writes:

In 1935 CSL and CRT began exchanging transfers. In 1936 CMC and CRT transfers followed.Some time soon, exact date unknown to me, CRT and West Towns transfers followed, but these were gone sometime after 1938. Each transfer type was its own color as follows:

CRT to CSL – yellow (actually “newsprint?”)
CRT to CMC – green
CRT to West Towns – pink
CSL to CRT – blue
CMC to CRT – unknown to me
CWT to CRT – unknown – any ideas what they looked like?

In 1943 CSL and CMC transfers began and colors were revised:

CRT – CSL – blue
CRT – CMC – green
CMC – CSL – pink

Around 1947 CMC to CSL and CRT became orange. Once CTA was formed all L transfers became blue, both to CTA durface system and to CMC, while surface to CMC remained green and CMC to CTA surface or L remained orange. In 1953 orange transfers were eliminated as former CMC routes were put on regular surface transfers. L transfers remained blue until about 1962 when they became green.

If anybody has any additional information or can offer any corrections, they would be very welcomed!

Jon Roma writes:

I can offer the attached color image of CNS&M/C&NW Ryan Tower, given your recent feature on the subject along with the statement that there are few shots of the location. This is digitized from a slide by unknown photographer that resides in my collection; it’s obviously a railfan excursion taken on or about March 1962. Please feel free to use if you’d like.

We thank all our contributors!

TRACTION AUDIO, NOW AVAILABLE ON COMPACT DISC:

CDLayout33p85

RRCNSLR
Railroad Record Club – North Shore Line Rarities 1955-1963
# of Discs – 1
Price: $15.99

Railroad Record Club – North Shore Line Rarities 1955-1963

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

Total time – 73:14


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

The Trolley Dodger On the Air

We appeared on WGN radio in Chicago last November, discussing our book Building Chicago’s Subways on the Dave Plier Show. You can hear our 19-minute conversation here.

Chicago, Illinois, December 17, 1938-- Secretary Harold Ickes, left, and Mayor Edward J. Kelly turn the first spadeful of earth to start the new $40,000,000 subway project. Many thousands gathered to celebrate the starting of work on the subway.

Chicago, Illinois, December 17, 1938– Secretary Harold Ickes, left, and Mayor Edward J. Kelly turn the first spadeful of earth to start the new $40,000,000 subway project. Many thousands gathered to celebrate the starting of work on the subway.

Order Our New Book Building Chicago’s Subways

There were three subway anniversaries in 2018 in Chicago:
60 years since the West Side Subway opened (June 22, 1958)
75 years since the State Street Subway opened (October 17, 1943)
80 years since subway construction started (December 17, 1938)

To commemorate these anniversaries, we have written a new book, Building Chicago’s Subways.

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

Bibliographic information:

Title Building Chicago’s Subways
Images of America
Author David Sadowski
Edition illustrated
Publisher Arcadia Publishing (SC), 2018
ISBN 1467129380, 9781467129381
Length 128 pages

Chapter Titles:
01. The River Tunnels
02. The Freight Tunnels
03. Make No Little Plans
04. The State Street Subway
05. The Dearborn-Milwaukee Subway
06. Displaced
07. Death of an Interurban
08. The Last Street Railway
09. Subways and Superhighways
10. Subways Since 1960

Building Chicago’s Subways is in stock and now available for immediate shipment. Order your copy today! All copies purchased through The Trolley Dodger will be signed by the author.

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

For Shipping to US Addresses:

For Shipping to Canada:

For Shipping Elsewhere:

Redone tile at the Monroe and Dearborn CTA Blue Line subway station, showing how an original sign was incorporated into a newer design, May 25, 2018. (David Sadowski Photo)

Redone tile at the Monroe and Dearborn CTA Blue Line subway station, showing how an original sign was incorporated into a newer design, May 25, 2018. (David Sadowski Photo)

Help Support The Trolley Dodger

gh1

This is our 230th 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 513,000 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.

As we have said before, “If you buy here, we will be here.”

We thank you for your support.

DONATIONS

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.

Anniversaries

For fans of the North Shore Line interurban, January 21, 1963 will always be a day that will “live in infamy,” to borrow a phrase from Franklin D. Roosevelt, as that was the date of abandonment.

But January 21 is also the day we started this blog, four years ago. We can’t do anything to bring back the NSL, but we can honor its memory going forward, and a lot of other memories besides, in this space.

As far as we are concerned, every day is a day to celebrate the North Shore Line. But today, as we begin our fifth year, we are fortunate to have much NSL material to share. First, courtesy of Jim Huffman, we have nearly 60 images of North Shore Line posters. To these, we have added some additional classic photos from the collections of William Shapotkin.

To round things out, we have some recent photo finds of our own, plus some interesting correspondence from Jeff Marinoff.

Throughout its existence, the Chicago, North Shore & Milwaukee prided itself on SERVICE. In our own small way, we try to do the same for you and the railfan community.

-David Sadowski

Annual Fundraiser

Thanks to the generosity of our readers, we have already exceeded our goal of raising $436 by the end of this month. To date, we have received $725. We have tried to personally thank everyone who contributed. Unfortunately, a couple of e-mail addresses we were given, along with these donations, appear to be out of date, as our thank you messages were returned by the mail server. So, if you did not receive a thank you note from us, that is probably why, but we are still thankful nonetheless.

It is a fact of life that this blog has run at a deficit since it began. Our goal is to get it to a point where it can be self-sufficient. We lost at least $10k in each of our first two years, and $6k in our third year.

While we have not yet determined the amount of loss for last year, it is expected to have been less than $6k.

It costs real money to bring you many of these classic images. We have already paid our fees for the coming year, and additional donations in excess of that goal will be used to pay for more images that will show up in future posts.

On average, it probably costs about $10 for each image we purchase for this blog. So if you have 50 images in a post, that represents a $500 expenditure, and $1000 for 100 images. Now you can see the challenge, and how beneficial it is when individuals share their material with us.

We also hope to work on another book project this year. The costs of doing the necessary research on our first two volumes are far in excess of the revenue received. But it is possible these books will continue to sell over time, and in the long run, may also eventually reach a break-even point.

So, while we have now met our immediate goal, the need is ongoing throughout the year. Your generous contributions are always appreciated, in whatever amount you choose to give.

You will find links for donations at the end of this post.

Thanks.

North Shore Line Posters

Again, we thank Jim Huffman for sharing these with our readers. There are color variations for a few of the posters. Presumably, these went through more than one printing.

As you can see, many of these iconic posters have little, if anything, to do with actually riding on the North Shore Line. But they were tremendously successful in promoting the North Shore itself, its beauty, charm, and history, along with the idea of easy and convenient travel, resulting in a greater sense of freedom and ultimate satisfaction in life. Now, they are an important part of our history.

North Shore Line Photos

These are from the collections of William Shapotkin:

CNS&M 756 is at the rear of the 10:55 am train to Milwaukee, leaving Roosevelt Road station on November 7, 1962. (William Shapotkin Collection)

CNS&M 756 is at the rear of the 10:55 am train to Milwaukee, leaving Roosevelt Road station on November 7, 1962. (William Shapotkin Collection)

CNS&M Electroliner 802-801 at Roosevelt Road in Chicago on November 11, 1962. (William Shapotkin Collection)

CNS&M Electroliner 802-801 at Roosevelt Road in Chicago on November 11, 1962. (William Shapotkin Collection)

The Roosevelt Road/Holden Court station on the South Side "L". The view looks north. (William Shapotkin Collection)

The Roosevelt Road/Holden Court station on the South Side “L”. The view looks north. (William Shapotkin Collection)

North Shore Line cars are stored on the center track at the CTA's Roosevelt Road station on November 7, 1962. The view looks south. CNS&M had exclusive use of the station from 1949 to 1963, as rapid transit cars on North-South were routed through the State Street subway. The station was eventually removed, but since put back. (William Shapotkin Collection)

North Shore Line cars are stored on the center track at the CTA’s Roosevelt Road station on November 7, 1962. The view looks south. CNS&M had exclusive use of the station from 1949 to 1963, as rapid transit cars on North-South were routed through the State Street subway. The station was eventually removed, but since put back. (William Shapotkin Collection)

North Shore Line Electroliner 801-802 at Roosevelt Road in Chicago, 1962. (William Shapotkin Collection)

North Shore Line Electroliner 801-802 at Roosevelt Road in Chicago, 1962. (William Shapotkin Collection)

Recent Finds

CTA 6186 heads east over the Illinois Central right-of-way in the early 1950s, heading towards the Field Museum and Soldier Field. This extension of the Roosevelt Road streetcar line was built for A Century of Progress, the 1933-34 Chicago World's Fair.

CTA 6186 heads east over the Illinois Central right-of-way in the early 1950s, heading towards the Field Museum and Soldier Field. This extension of the Roosevelt Road streetcar line was built for A Century of Progress, the 1933-34 Chicago World’s Fair.

CTA 3173, at right, is a one-man car running on Route 38, as is the red car it is passing. At left is a Route 4 - Cottage Grove prewar PCC. We are looking south on Wabash Avenue, just north of the Chicago River, in the early 1950s.

CTA 3173, at right, is a one-man car running on Route 38, as is the red car it is passing. At left is a Route 4 – Cottage Grove prewar PCC. We are looking south on Wabash Avenue, just north of the Chicago River, in the early 1950s.

CTA 4180 heads southbound at State and 86th Streets in May 1952. (John D. Koschwanez Photo)

CTA 4180 heads southbound at State and 86th Streets in May 1952. (John D. Koschwanez Photo)

CTA 4164, a Pullman PCC, heads north on Clark Street circa 1948, ready to cross LaSalle Drive, which runs at an angle at this point. In the background, you can see the Chicago Historical Society (now Chicago History Museum) building. The Standard gas station at right is now a BP.

CTA 4164, a Pullman PCC, heads north on Clark Street circa 1948, ready to cross LaSalle Drive, which runs at an angle at this point. In the background, you can see the Chicago Historical Society (now Chicago History Museum) building. The Standard gas station at right is now a BP.

CTA 4111 heads south on Route 22 - Clark-Wentworth in this undated view. This image was restored from a badly faded Kodacolor print.

CTA 4111 heads south on Route 22 – Clark-Wentworth in this undated view. This image was restored from a badly faded Kodacolor print.

Chicago Surface Lines 7008, in "tiger stripes," is in the Madison-Austin loop, circa 1945-46. (Robert J. Mahar Photo)

Chicago Surface Lines 7008, in “tiger stripes,” is in the Madison-Austin loop, circa 1945-46. (Robert J. Mahar Photo)

Four generations of Chicago rapid transit cars, as they were posed in Forest Park on January 9, 1994-- cars 6102, 1992 (formerly 2008), 1, and 4271. After this, their fates diverged; car 1 is now at the Chicago History Museum, 1992 eventually went to the Illinois Railway Museum for parts scrapping, 4271 is still part of the CTA's Heritage Fleet, and 6102 was stored at the Fox River Trolley Museum for several years, before returning to CTA in 2017, where it will hopefully one day run again. (Bruce C. Nelson Photo)

Four generations of Chicago rapid transit cars, as they were posed in Forest Park on January 9, 1994– cars 6102, 1992 (formerly 2008), 1, and 4271. After this, their fates diverged; car 1 is now at the Chicago History Museum, 1992 eventually went to the Illinois Railway Museum for parts scrapping, 4271 is still part of the CTA’s Heritage Fleet, and 6102 was stored at the Fox River Trolley Museum for several years, before returning to CTA in 2017, where it will hopefully one day run again. (Bruce C. Nelson Photo)

Philadelphia Suburban Transportation Company (aka Red Arrow Lines) car #17 is near West Chester on May 1, 1954. Much of this line was single track, running along the side of West Chester Pike.

Philadelphia Suburban Transportation Company (aka Red Arrow Lines) car #17 is near West Chester on May 1, 1954. Much of this line was single track, running along the side of West Chester Pike.

Recent Correspondence

Jeff Marinoff writes:

Among the several post cards that I’ve added to my collection lately are two awesome Chicago Union Traction Company cards from 1906. Note that car # 4911 is pulling an open trailer. Also, if you zoom in on the rear of car # 4911, you’ll see on the opposite track in the distant background is another car pulling an open trailer car in the other direction.

Also of interest is the wooden roof sign on car # 4911. It reads N. CLARK STREET. The side roll sign on # 4911 reads CLARK – DEVON. The front roll sign reads CLARK ST . Possibly helping to identify the location is the address painted on the window of the building behind car # 4911 which looks like it says 4362. I wonder if this was 4362 North Clark Street. I’m being told that the scene showing # 4911 is in the area of the Devon Station car barn and near the intersection of Clark and Devon. In September 1909, the City of Chicago changed its street numbering system. In the c1906 post card photo, you see the street number 4362. That number was changed in 1909 to 6333 N. Clark, which is about a block south of Devon Avenue, which is 6400 North.

On the card that shows the Chicago Union Traction Company crews in 1906, note that one of the conductors has hung the round metal run number sign on his uniform jacket. A novel place to carry it to his assignment. This post card scene is said to be outside of the Devon Station car barn.

As usual, I am indebted to Walter Keevil for technical info on Chicago Union Traction Company car # 4911.

Thanks for sharing these wonderful photos, plus your research. Keep those cards and letters coming in, folks.

-David Sadowski

The Trolley Dodger On the Air

We appeared on WGN radio in Chicago last November, discussing our book Building Chicago’s Subways on the Dave Plier Show. You can hear our 19-minute conversation here.

Order Our New Book Building Chicago’s Subways

There were three subway anniversaries in 2018 in Chicago:
60 years since the West Side Subway opened (June 22, 1958)
75 years since the State Street Subway opened (October 17, 1943)
80 years since subway construction started (December 17, 1938)

To commemorate these anniversaries, we have written a new book, Building Chicago’s Subways.

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

Bibliographic information:

Title Building Chicago’s Subways
Images of America
Author David Sadowski
Edition illustrated
Publisher Arcadia Publishing (SC), 2018
ISBN 1467129380, 9781467129381
Length 128 pages

Chapter Titles:
01. The River Tunnels
02. The Freight Tunnels
03. Make No Little Plans
04. The State Street Subway
05. The Dearborn-Milwaukee Subway
06. Displaced
07. Death of an Interurban
08. The Last Street Railway
09. Subways and Superhighways
10. Subways Since 1960

Building Chicago’s Subways is in stock and now available for immediate shipment. Order your copy today! All copies purchased through The Trolley Dodger will be signed by the author.

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

For Shipping to US Addresses:

For Shipping to Canada:

For Shipping Elsewhere:

Redone tile at the Monroe and Dearborn CTA Blue Line subway station, showing how an original sign was incorporated into a newer design, May 25, 2018. (David Sadowski Photo)

Redone tile at the Monroe and Dearborn CTA Blue Line subway station, showing how an original sign was incorporated into a newer design, May 25, 2018. (David Sadowski Photo)

Help Support The Trolley Dodger

gh1

This is our 226th 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 483,000 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.

As we have said before, “If you buy here, we will be here.”

We thank you for your support.

DONATIONS

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.

Spring Forward

CTA 6151 is southbound at Halsted and Congress on October 5, 1953 running on Route 8. The bridge 6151 is on spanned the Congress Expressway construction site. The highway was not yet open, and service continued on the Halsted "L" station at rear (with two tracks instead of the original four) until June 1958. (William Shapotkin Collection)

CTA 6151 is southbound at Halsted and Congress on October 5, 1953 running on Route 8. The bridge 6151 is on spanned the Congress Expressway construction site. The highway was not yet open, and service continued on the Halsted “L” station at rear (with two tracks instead of the original four) until June 1958. (William Shapotkin Collection)

Spring is here again, at least sort of, since we are expecting snow today here in Chicago. It’s been some time since our last post, but we have been busy collecting more streetcar and interurban pictures for your enjoyment. Plus, there are important contributions from some of our readers, for which we are thankful.

Each year, we turn our clocks forward one hour in the spring. But many of us wish we could simply turn back the clock instead, although hindsight is always 20/20 and we should always keep our eyes on the future.

But regardless, let’s “spring forward” with some great traction images from days gone by! We also have a few bonus images for our bus and diesel fans as well.

-David Sadowski

PS- We are gratified that despite not having a new post for two months, our readers have continued to support us. In fact, we are still very much on track to show a 15% increase in page views this year.

Waterloo, Cedar Falls & Northern car 100 on the Southern Iowa Railway on October 13, 1963. Don's Rail Photos: "100 was built by McGuire-Cummings in 1914. It was built as a second motor to operate behind the 140s as a two car train. The baggage compartment was a kitchen, and the rear end was an open platform observation. The buffet section was replaced with coach seats in 1918. The car was then rebuilt with a control station and baggage compartment in 1928 and the rear platform was enclosed at that time. It was the last interurban left on the WCF&N when it became diesel freight, and it was donated to the Iowa Chapter of the NRHS in 1956. It was moved to Centerville and operated on the Southern Iowa Ry. When the SI cut back its operation and dieselized, the Iowa Chapter transferred the car to the Iowa Terminal RR in 1966. Shortly after it was repainted and put into charter service, it was destroyed in the carbarn fire early November 24, 1967. It had been the only car saved from the WCF&N roundhouse fire on October 31, 1954, when the other two cars of its class burned." This slide has "Q transfer" noted on it-- not sure what that means. (James J. Buckley Photo)

Waterloo, Cedar Falls & Northern car 100 on the Southern Iowa Railway on October 13, 1963. Don’s Rail Photos: “100 was built by McGuire-Cummings in 1914. It was built as a second motor to operate behind the 140s as a two car train. The baggage compartment was a kitchen, and the rear end was an open platform observation. The buffet section was replaced with coach seats in 1918. The car was then rebuilt with a control station and baggage compartment in 1928 and the rear platform was enclosed at that time. It was the last interurban left on the WCF&N when it became diesel freight, and it was donated to the Iowa Chapter of the NRHS in 1956. It was moved to Centerville and operated on the Southern Iowa Ry. When the SI cut back its operation and dieselized, the Iowa Chapter transferred the car to the Iowa Terminal RR in 1966. Shortly after it was repainted and put into charter service, it was destroyed in the carbarn fire early November 24, 1967. It had been the only car saved from the WCF&N roundhouse fire on October 31, 1954, when the other two cars of its class burned.” This slide has “Q transfer” noted on it– not sure what that means. (James J. Buckley Photo)

The new and the old. CTA 5007 and 2269 at Rosemont on August 26, 2010. The 2200s have since been retired. (Bruce Nelson Photo)

The new and the old. CTA 5007 and 2269 at Rosemont on August 26, 2010. The 2200s have since been retired. (Bruce Nelson Photo)

An Oshawa steeple cab with a Philadelphia & Reading coach at the Connecticut Trolley Museum in May 1967. (Gerald H. Landau Photo)

An Oshawa steeple cab with a Philadelphia & Reading coach at the Connecticut Trolley Museum in May 1967. (Gerald H. Landau Photo)

An Oshawa steeple cab at the Connecticut Trolley Museum in May 1967. (Gerald H. Landau Photo)

An Oshawa steeple cab at the Connecticut Trolley Museum in May 1967. (Gerald H. Landau Photo)

Montreal observation car #4 at the Connecticut Trolley Museum in May 1967. (Gerald H. Landau Photo)

Montreal observation car #4 at the Connecticut Trolley Museum in May 1967. (Gerald H. Landau Photo)

Connecticut Company Birney car 3001 at the Connecticut Trolley Museum in May 1967. (Gerald H. Landau Photo)

Connecticut Company Birney car 3001 at the Connecticut Trolley Museum in May 1967. (Gerald H. Landau Photo)

Illinois Terminal double-ended PCC 451 at the Connecticut Trolley Museum in May 1967. (Gerald H. Landau Photo)

Illinois Terminal double-ended PCC 451 at the Connecticut Trolley Museum in May 1967. (Gerald H. Landau Photo)

New Orleans #836 and Rio car #1850 at the Connecticut Trolley Museum in May 1967. (Gerald H. Landau Photo)

New Orleans #836 and Rio car #1850 at the Connecticut Trolley Museum in May 1967. (Gerald H. Landau Photo)

Rio car #1850 at the Connecticut Trolley Museum in May 1967. (Gerald H. Landau Photo)

Rio car #1850 at the Connecticut Trolley Museum in May 1967. (Gerald H. Landau Photo)

Connecticut Company open car 1414 was built by Osgood Bradley in 1911. Here, we see it at the Shore Line Trolley Museum located at Branford, Connecticut on June 18, 1966. (William C. Janssen Photo)

Connecticut Company open car 1414 was built by Osgood Bradley in 1911. Here, we see it at the Shore Line Trolley Museum located at Branford, Connecticut on June 18, 1966. (William C. Janssen Photo)

Connecticut Company open car 1414 at Branford on May 30, 1964. (J. W. Vigrass Photo)

Connecticut Company open car 1414 at Branford on May 30, 1964. (J. W. Vigrass Photo)

Connecticut Company open car 1414 was built by Osgood Bradley in 1911. Here, we see it at the Shore Line Trolley Museum located at Branford, Connecticut on June 18, 1966. (William C. Janssen Photo)

Connecticut Company open car 1414 was built by Osgood Bradley in 1911. Here, we see it at the Shore Line Trolley Museum located at Branford, Connecticut on June 18, 1966. (William C. Janssen Photo)

You would be forgiven for thinking this December 18, 1955 photo shows CTA Pullman 144. But this was actually the excursion where car 144 was promised, but 225 was substituted in its place-- renumbered with the help of a few pieces of oilcloth. Here, the fantrip car is seen at Broadway and Devon.

You would be forgiven for thinking this December 18, 1955 photo shows CTA Pullman 144. But this was actually the excursion where car 144 was promised, but 225 was substituted in its place– renumbered with the help of a few pieces of oilcloth. Here, the fantrip car is seen at Broadway and Devon.

CTA PCC 7138, a product of the St. Louis Car Company, at the State Street loop near 84th on February 11, 1950. This location is now occupied by the Dan Ryan expressway.

CTA PCC 7138, a product of the St. Louis Car Company, at the State Street loop near 84th on February 11, 1950. This location is now occupied by the Dan Ryan expressway.

CTA PCC 7070 at the Clark and Howard loop on July 4, 1954.

CTA PCC 7070 at the Clark and Howard loop on July 4, 1954.

Philadelphia & Western (aka Red Arrow) Bullet car 202 at Norristown in 1949. Behind 202, you can see the ramp leading down to street level, used by Lehigh Valley Transit's Liberty Bell route trains. (S. Bogen Photo)

Philadelphia & Western (aka Red Arrow) Bullet car 202 at Norristown in 1949. Behind 202, you can see the ramp leading down to street level, used by Lehigh Valley Transit’s Liberty Bell route trains. (S. Bogen Photo)

By May 1961, when this photo was taken in Norristown, Liberty Bell Limited trains had been gone for nearly a decade. As you can see at left, the ramp leading down to ground level was removed and blocked off with an advertising sign.

By May 1961, when this photo was taken in Norristown, Liberty Bell Limited trains had been gone for nearly a decade. As you can see at left, the ramp leading down to ground level was removed and blocked off with an advertising sign.

Philadelphia Suburban (aka Red Arrow) Brilliner car 3 at Gay and High Streets in West Chester on June 6, 1954, at the end of trolley service on this route. The longest Red Arrow line was mainly a single-track side-of-the-road operation, which had to give way for the widening of West Chester Pike. (Edward S. Miller Photo)

Philadelphia Suburban (aka Red Arrow) Brilliner car 3 at Gay and High Streets in West Chester on June 6, 1954, at the end of trolley service on this route. The longest Red Arrow line was mainly a single-track side-of-the-road operation, which had to give way for the widening of West Chester Pike. (Edward S. Miller Photo)

Philadelphia Suburban (aka Red Arrow) car 78 at Larchmont Station on West Chester Pike at Media Line Road, Newtown Township, PA on May 9, 1954. Photographer Edward S. Miller noted that he later operated this car at the Arden trolley museum.

Philadelphia Suburban (aka Red Arrow) car 78 at Larchmont Station on West Chester Pike at Media Line Road, Newtown Township, PA on May 9, 1954. Photographer Edward S. Miller noted that he later operated this car at the Arden trolley museum.

Philadelphia Suburban double-end car 19, which looked like a PCC but does not technically qualify as one, since it had standard interurban trucks and motors. It is captured on May 9, 1954 at Broomall Station on West Chester Pike at Sproul Road in Marple Township, PA. (Edward S. Miller Photo)

Philadelphia Suburban double-end car 19, which looked like a PCC but does not technically qualify as one, since it had standard interurban trucks and motors. It is captured on May 9, 1954 at Broomall Station on West Chester Pike at Sproul Road in Marple Township, PA. (Edward S. Miller Photo)

A pair of Bullet cars running in multiple units on the Red Arrow Norristown High Speed Line on September 9, 1958. (Clark Frazier Photo)

A pair of Bullet cars running in multiple units on the Red Arrow Norristown High Speed Line on September 9, 1958. (Clark Frazier Photo)

Philadelphia Suburban (aka red Arrow) car 11 at the end of the line on the short Ardmore branch on September 9, 1958. (Clark Frazier Photo)

Philadelphia Suburban (aka red Arrow) car 11 at the end of the line on the short Ardmore branch on September 9, 1958. (Clark Frazier Photo)

Philadelphia Suburban (aka red Arrow) car 13, a product of the St. Louis Car Company, on the Media line on September 9, 1958. Garrett Patterson says the location is "Drexelbrook, inbound." (Clark Frazier Photo)

Philadelphia Suburban (aka red Arrow) car 13, a product of the St. Louis Car Company, on the Media line on September 9, 1958. Garrett Patterson says the location is “Drexelbrook, inbound.” (Clark Frazier Photo)

Philadelphia Suburban double-ended car 15, built by St. Louis Car Company in 1949, is seen at Gay and High Streets in West Chester, at the end of the long West Chester trolley line.

Philadelphia Suburban double-ended car 15, built by St. Louis Car Company in 1949, is seen at Gay and High Streets in West Chester, at the end of the long West Chester trolley line.

To see many more Philadelphia pictures like the ones above,take a look at our previous post Red Arrow in West Chester (September 13, 2016).

Fairmount Park Transit closed car #1 on May 19, 1935.

Fairmount Park Transit closed car #1 on May 19, 1935.

Fairmount Park Transit open car 18 at the car barn.

Fairmount Park Transit open car 18 at the car barn.

For more pictures like the two above, check out our previous post The Fairmount Park Trolley (November 7, 2017).

CTA one-man car 1743 (signed for Route 21 - Cermak, but the photographer has written "Lake Street") entering Kedzie Station at 5th Avenue and Jackson Boulevard on July 21, 1952. This picture looks to have been taken at about the same time as another, which shows a PCC car, on page 102 of my book Chicago Trolleys. (Robert Selle Photo)

CTA one-man car 1743 (signed for Route 21 – Cermak, but the photographer has written “Lake Street”) entering Kedzie Station at 5th Avenue and Jackson Boulevard on July 21, 1952. This picture looks to have been taken at about the same time as another, which shows a PCC car, on page 102 of my book Chicago Trolleys. (Robert Selle Photo)

Indianapolis Railways "Peter Witt" car 173 is shown at the Broad Ripple loop on June 6, 1951. Broad Ripple Village is an Indy neighborhood that was once an independent municipality. It was annexed into Indianapolis in 1922. (Robert Selle Photo)

Indianapolis Railways “Peter Witt” car 173 is shown at the Broad Ripple loop on June 6, 1951. Broad Ripple Village is an Indy neighborhood that was once an independent municipality. It was annexed into Indianapolis in 1922. (Robert Selle Photo)

CSL "Matchbox" 1169 at Damen and Taylor on June 2, 1945. Don's Rail Photos says, "1169 was built by St Louis Car Co in 1903 as CUT 4698. It was renumbered 1169 in 1913 and became CSL 1169 in 1914. It was retired on September 16, 1944." Not sure about the discrepancy in dates, but some renumbering of these cars did take place.

CSL “Matchbox” 1169 at Damen and Taylor on June 2, 1945. Don’s Rail Photos says, “1169 was built by St Louis Car Co in 1903 as CUT 4698. It was renumbered 1169 in 1913 and became CSL 1169 in 1914. It was retired on September 16, 1944.” Not sure about the discrepancy in dates, but some renumbering of these cars did take place.

Chicago Aurora & Elgin cars 401 and 431 are crossing the DesPlaines River westbound on August 29, 1953, about a half mile west of the DesPlaines Avenue station. This is now the site of I-290. The CA&E tracks and bridge were moved north of the highway in 1959 but were never used by the interurban, which was subsequently abandoned. In this section, the CA&E ran parallel to Harrison Street, which has also been taken up by the highway. (Robert Selle Photo)

Chicago Aurora & Elgin cars 401 and 431 are crossing the DesPlaines River westbound on August 29, 1953, about a half mile west of the DesPlaines Avenue station. This is now the site of I-290. The CA&E tracks and bridge were moved north of the highway in 1959 but were never used by the interurban, which was subsequently abandoned. In this section, the CA&E ran parallel to Harrison Street, which has also been taken up by the highway. (Robert Selle Photo)

Three CTA arch-roof cars awaiting scrapping on May 16, 1954: two-man 6141, one-man cars 6167 and 3128 at South Shops. This was just two weeks before the end of all red car service in Chicago, and was also the date of a fantrip that ran on all the lines that were about to be "bustituted." (Robert Selle Photo)

Three CTA arch-roof cars awaiting scrapping on May 16, 1954: two-man 6141, one-man cars 6167 and 3128 at South Shops. This was just two weeks before the end of all red car service in Chicago, and was also the date of a fantrip that ran on all the lines that were about to be “bustituted.” (Robert Selle Photo)

Images From the Wien-Criss Archive

Our thanks to Jeffrey L. Wien for sharing these classic pictures with our readers.

A three-car train of Boston MTA PCCs, running on Commonwealth Avenue east of Summit Avenue on May 31, 1961. (Clark Frazier Photo, Wien-Criss Archive)

A three-car train of Boston MTA PCCs, running on Commonwealth Avenue east of Summit Avenue on May 31, 1961. (Clark Frazier Photo, Wien-Criss Archive)

The Chicago Great Western Railway merged with the Chicago & North Western in 1968, and most of its trackage was thereafter abandoned. But on February 21, 1965, we see CGW freight #91, running westbound on Baltimore & Ohio Chicago Terminal tracks, parallel to I-290 just west of Lombard in suburban Oak Park, Illinois. The motive power consisted of 104A, 105B, 106C, 116F, 1100, 112C, and 177. At right, you can see the secondary entrance to the CTA's Congress rapid transit line at Lombard. The main entrance at Austin Boulevard is two blocks east of there. The CGW split off from the B&OCT in Forest Park a few miles west of here, and then ran parallel to the Chicago Aurora & Elgin interurban through Bellwood. (James J. Buckley Photo, Wien-Criss Archive)

The Chicago Great Western Railway merged with the Chicago & North Western in 1968, and most of its trackage was thereafter abandoned. But on February 21, 1965, we see CGW freight #91, running westbound on Baltimore & Ohio Chicago Terminal tracks, parallel to I-290 just west of Lombard in suburban Oak Park, Illinois. The motive power consisted of 104A, 105B, 106C, 116F, 1100, 112C, and 177. At right, you can see the secondary entrance to the CTA’s Congress rapid transit line at Lombard. The main entrance at Austin Boulevard is two blocks east of there. The CGW split off from the B&OCT in Forest Park a few miles west of here, and then ran parallel to the Chicago Aurora & Elgin interurban through Bellwood. (James J. Buckley Photo, Wien-Criss Archive)

Kansas City Public Service PCCs 712 and 796 at the 48th and Harrison yard on October 16, 1956. PCCs last ran in Kansas City in 1957, but streetcars returned to Kansas City in 2016. (Robert Selle Photo, Wien-Criss Archive)

Kansas City Public Service PCCs 712 and 796 at the 48th and Harrison yard on October 16, 1956. PCCs last ran in Kansas City in 1957, but streetcars returned to Kansas City in 2016. (Robert Selle Photo, Wien-Criss Archive)

Chicago North Shore & Milwaukee city car 360 on Glen Flora Avenue in Waukegan, Illinois. This picture could not have been taken after 1947. (Robert Selle Photo, Wien-Criss Archive)

Chicago North Shore & Milwaukee city car 360 on Glen Flora Avenue in Waukegan, Illinois. This picture could not have been taken after 1947. (Robert Selle Photo, Wien-Criss Archive)

CTA Pullman 529, as seen from the Ashland station on the Lake Street "L", on May 7, 1953. (Robert Selle Photo, Wien-Criss Archive)

CTA Pullman 529, as seen from the Ashland station on the Lake Street “L”, on May 7, 1953. (Robert Selle Photo, Wien-Criss Archive)

CTA 1725 is operating as a one-man shuttle car on the Madison-Fifth branch line on Route 20 on February 15, 1953. The car is heading southwest on Fifth Avenue approaching Harrison Street and Pulaski Avenue, which was the end of the line near the adjacent Garfield Park "L" station. I thought at first that the date might actually have been 1954, but subsequent research shows the 1953 date to be correct (see correspondence with Tony Waller below). (Robert Selle Photo, Wien-Criss Archive)

CTA 1725 is operating as a one-man shuttle car on the Madison-Fifth branch line on Route 20 on February 15, 1953. The car is heading southwest on Fifth Avenue approaching Harrison Street and Pulaski Avenue, which was the end of the line near the adjacent Garfield Park “L” station. I thought at first that the date might actually have been 1954, but subsequent research shows the 1953 date to be correct (see correspondence with Tony Waller below). (Robert Selle Photo, Wien-Criss Archive)

CTA Pullman 540 at 70th and Ashland (69th Street Station) on May 23, 1953. The sign above the streetcar bays is now at the Illinois Railway Museum. (Robert Selle Photo, Wien-Criss Archive)

CTA Pullman 540 at 70th and Ashland (69th Street Station) on May 23, 1953. The sign above the streetcar bays is now at the Illinois Railway Museum. (Robert Selle Photo, Wien-Criss Archive)

Chicago Surface Lines 4118, built by Pullman, heads southbound on Clark at Wacker on June 13, 1947. We ran a version of this picture before, in our post More Chicago PCC Photos - Part Six (November 30, 2015), but this one is better, as it is a scan from the original medium format negative. (Wien-Criss Archive)

Chicago Surface Lines 4118, built by Pullman, heads southbound on Clark at Wacker on June 13, 1947. We ran a version of this picture before, in our post More Chicago PCC Photos – Part Six (November 30, 2015), but this one is better, as it is a scan from the original medium format negative. (Wien-Criss Archive)

CTA Pullman 230 is southbound on Clark Street, having just crossed the bridge over the Chicago River on May 18, 1954. This was less than two weeks before the end of red car service in Chicago. (Robert Selle Photo, Wien-Criss Archive)

CTA Pullman 230 is southbound on Clark Street, having just crossed the bridge over the Chicago River on May 18, 1954. This was less than two weeks before the end of red car service in Chicago. (Robert Selle Photo, Wien-Criss Archive)

In this November 4, 1952 view, CTA 593 is on Clark Street, heading south to the Limits car barn, while car 562 is on Southport, the north end of the Ashland route. (Robert Selle Photo, Wien-Criss Archive)

In this November 4, 1952 view, CTA 593 is on Clark Street, heading south to the Limits car barn, while car 562 is on Southport, the north end of the Ashland route. (Robert Selle Photo, Wien-Criss Archive)

On August 7, 1952, CTA 452 is at the north end of Route #9 - Ashland, on Southport just north of Irving Park Road. (Robert Selle Photo, Wien-Criss Archive)

On August 7, 1952, CTA 452 is at the north end of Route #9 – Ashland, on Southport just north of Irving Park Road. (Robert Selle Photo, Wien-Criss Archive)

On May 24, 1958 the Central Electric Railfans' Association operated a fantrip on the South Shore Line, using Illinois Central equipment. Normally, South Shore cars ran on the IC, but not the other way around. Here, they are having a photo stop at the "new" East Chicago station, parallel to the Indiana Toll Road, which opened in 1956. It replaced street running in East Chicago. The view looks east. (Robert Selle Photo, Wien-Criss Archive)

On May 24, 1958 the Central Electric Railfans’ Association operated a fantrip on the South Shore Line, using Illinois Central equipment. Normally, South Shore cars ran on the IC, but not the other way around. Here, they are having a photo stop at the “new” East Chicago station, parallel to the Indiana Toll Road, which opened in 1956. It replaced street running in East Chicago. The view looks east. (Robert Selle Photo, Wien-Criss Archive)

On July 13, 1955, a 700-series North Shore Line car is being converted into a Silverliner, while flanked by cars 419 and 746 at the Highwood Shops. (Robert Selle Photo, Wien-Criss Archive)

On July 13, 1955, a 700-series North Shore Line car is being converted into a Silverliner, while flanked by cars 419 and 746 at the Highwood Shops. (Robert Selle Photo, Wien-Criss Archive)

Clark in December 1951. Note the outdoor scale at left. (Robert Selle Photo, Wien-Criss Archive)

CTA one-man car 6171 is at Lawrence and Clark in December 1951. Note the outdoor scale at left. (Robert Selle Photo, Wien-Criss Archive)

CTA one-man car 1784 is heading southwest on Ogden (Route 58) at Van Buren and Honore. To the right, buildings are being cleared away for the Congress Expressway. To the north, you can see a Wieboldt's department store, which was located on Adams between Ogden and Ashland. The "L" to the rear is the Met branch leading to Logan Suare, already out of service for several months when this picture was taken in August 1951. The Garfield Park "L" would have been directly behind the photographer, smack dab in the middle of what became the expressway footprint. (Robert Selle Photo, Wien-Criss Archive)

CTA one-man car 1784 is heading southwest on Ogden (Route 58) at Van Buren and Honore. To the right, buildings are being cleared away for the Congress Expressway. To the north, you can see a Wieboldt’s department store, which was located on Adams between Ogden and Ashland. The “L” to the rear is the Met branch leading to Logan Suare, already out of service for several months when this picture was taken in August 1951. The Garfield Park “L” would have been directly behind the photographer, smack dab in the middle of what became the expressway footprint. (Robert Selle Photo, Wien-Criss Archive)

CTA Pullmans 546 and 553 cross near a safety island at 71st and Ashland on June 29, 1953. (Robert Selle Photo, Wien-Criss Archive)

CTA Pullmans 546 and 553 cross near a safety island at 71st and Ashland on June 29, 1953. (Robert Selle Photo, Wien-Criss Archive)

In this amazing June 22, 1953 view of the junction at Tower 18, on Chicago's Loop "L" at Lake and Wells, we see CTA Evanston Express and Garfield Park trains, with a North Shore Line train in the background. Until 1969, both Loop tracks ran in the same direction, so the two cars are heading towards the photographer, while the North Shore Line train is going away. The photographer was standing on the Randolph and Wells platform. That station has since been replaced by Washington and Wells. (Robert Selle Photo, Wien-Criss Archive)

In this amazing June 22, 1953 view of the junction at Tower 18, on Chicago’s Loop “L” at Lake and Wells, we see CTA Evanston Express and Garfield Park trains, with a North Shore Line train in the background. Until 1969, both Loop tracks ran in the same direction, so the two cars are heading towards the photographer, while the North Shore Line train is going away. The photographer was standing on the Randolph and Wells platform. That station has since been replaced by Washington and Wells. (Robert Selle Photo, Wien-Criss Archive)

On November 9, 1952, a two-car CTA "L" train, headed by car 1019, is on the trestle at Central on the Evanston branch. (Robert Selle Photo, Wien-Criss Archive)

On November 9, 1952, a two-car CTA “L” train, headed by car 1019, is on the trestle at Central on the Evanston branch. (Robert Selle Photo, Wien-Criss Archive)

CTA Pullman 643 is westbound at North and Halsted on August 14, 1948. That section of "L" at the rear, part of a section known as the "triple curve," is still there today, and is used by Brown and Purple Line trains. (Robert Selle Photo, Wien-Criss Archive)

CTA Pullman 643 is westbound at North and Halsted on August 14, 1948. That section of “L” at the rear, part of a section known as the “triple curve,” is still there today, and is used by Brown and Purple Line trains. (Robert Selle Photo, Wien-Criss Archive)

CTA Clark Street PCC 4361 and Broadway PCC 7175 meet at Clark, Broadway, and Diversey on November 8, 1953. (Robert Selle Photo, Wien-Criss Archive)

CTA Clark Street PCC 4361 and Broadway PCC 7175 meet at Clark, Broadway, and Diversey on November 8, 1953. (Robert Selle Photo, Wien-Criss Archive)

CTA Pullman 558, turning onto Ashland from Irving Park Road on May 19, 1953. (Robert Selle Photo, Wien-Criss Archive)

CTA Pullman 558, turning onto Ashland from Irving Park Road on May 19, 1953. (Robert Selle Photo, Wien-Criss Archive)

CTA one-man car 3276 on Route 50 - Damen at about 2300 North. (Robert Selle Photo, Wien-Criss Archive)

CTA one-man car 3276 on Route 50 – Damen at about 2300 North. (Robert Selle Photo, Wien-Criss Archive)

CTA 926 is a Lincoln-Peterson car at Division and Clark in June 1951. (Robert Selle Photo, Wien-Criss Archive)

CTA 926 is a Lincoln-Peterson car at Division and Clark in June 1951. (Robert Selle Photo, Wien-Criss Archive)

CTA Pullman 58 is running as a "tripper" on Broadway-State on May 18, 1954. Here, we see it southbound on State Street, crossing the Chicago River over the bridge that was put into service in 1949. (Robert Selle Photo, Wien-Criss Archive)

CTA Pullman 58 is running as a “tripper” on Broadway-State on May 18, 1954. Here, we see it southbound on State Street, crossing the Chicago River over the bridge that was put into service in 1949. (Robert Selle Photo, Wien-Criss Archive)

CTA 575 is southbound on Paulina near Washington Boulevard, running on Route 9 - Ashland on September 15, 1953. (Robert Selle Photo, Wien-Criss Archive)

CTA 575 is southbound on Paulina near Washington Boulevard, running on Route 9 – Ashland on September 15, 1953. (Robert Selle Photo, Wien-Criss Archive)

A green and cream "L" car passes a green and cream trolley. CTA 4327 is at the front of a Lake Street "L" train, running at ground level under trolley wire at Pine Street, while CTA 3141 prepares to turn and cross the tracks, heading to the other side of the Chicago & North Western embankment on September 26, 1953. (Robert Selle Photo, Wien-Criss Archive)

A green and cream “L” car passes a green and cream trolley. CTA 4327 is at the front of a Lake Street “L” train, running at ground level under trolley wire at Pine Street, while CTA 3141 prepares to turn and cross the tracks, heading to the other side of the Chicago & North Western embankment on September 26, 1953. (Robert Selle Photo, Wien-Criss Archive)

Trolley scrapping: except for a few stragglers, nearly all red cars were scrapped by the CTA after being taken out of regular service on May 30, 1954. On November 6, 1954, we see Big Pullmans 248 and 585 at right, and one of the cars at left is 604 in this scene at South Shops. (Robert Selle Photo, Wien-Criss Archive)

Trolley scrapping: except for a few stragglers, nearly all red cars were scrapped by the CTA after being taken out of regular service on May 30, 1954. On November 6, 1954, we see Big Pullmans 248 and 585 at right, and one of the cars at left is 604 in this scene at South Shops. (Robert Selle Photo, Wien-Criss Archive)

The late Robert Selle, a very gifted photographer, took his own picture inside CTA streetcar 3217 at 69th Street Station on July 12, 1952. (Wien-Criss Archive)

The late Robert Selle, a very gifted photographer, took his own picture inside CTA streetcar 3217 at 69th Street Station on July 12, 1952. (Wien-Criss Archive)

Bob Selle took a "fast shot" of CTA 681 just inside the gates at Limits Station on June 28, 1952. Limits was located at 2650 North Clark Street, which was the city limits in the late 1800s. (Wien-Criss Archive)

Bob Selle took a “fast shot” of CTA 681 just inside the gates at Limits Station on June 28, 1952. Limits was located at 2650 North Clark Street, which was the city limits in the late 1800s. (Wien-Criss Archive)

In this September 5, 1953 view, looking west from the CTA Racine Avenue station on the old Metroplitan main line, we see the Throop Street Shops at right. A CA&E train is approaching us, heading toward the Loop. (Robert Selle Photo, Wien-Criss Archive)

In this September 5, 1953 view, looking west from the CTA Racine Avenue station on the old Metroplitan main line, we see the Throop Street Shops at right. A CA&E train is approaching us, heading toward the Loop. (Robert Selle Photo, Wien-Criss Archive)

A 6-car CTA Ravenswood "A" train, made up of 200 and 300-series "L" cars, approaches Clark and Lake on September 15, 1953. (Robert Selle Photo, Wien-Criss Archive)

A 6-car CTA Ravenswood “A” train, made up of 200 and 300-series “L” cars, approaches Clark and Lake on September 15, 1953. (Robert Selle Photo, Wien-Criss Archive)

Chicago & North Western steam loco 555, a 4-6-2, heads up a northwest line commuter train at Kinzie and 400 West on August 20, 1953. (Robert Selle Photo, Wien-Criss Archive)

Chicago & North Western steam loco 555, a 4-6-2, heads up a northwest line commuter train at Kinzie and 400 West on August 20, 1953. (Robert Selle Photo, Wien-Criss Archive)

A two-car CTA train of railroad-roof cars is on the bridge over the North Shore Channel on the Evanston line on November 29, 1952. (Robert Selle Photo, Wien-Criss Archive)

A two-car CTA train of railroad-roof cars is on the bridge over the North Shore Channel on the Evanston line on November 29, 1952. (Robert Selle Photo, Wien-Criss Archive)

A view of the first 6400-series CTA "L" cars head into Chicago on a North Shore Line freight train on February 19, 1955. The location is just south of the Highmoor, Illinois station. Some of the parts used on these cars were recyycled from scrapped CTA PCCs that had less than 10 years' service. (Robert Selle Photo, Wien-Criss Archive)

A view of the first 6400-series CTA “L” cars head into Chicago on a North Shore Line freight train on February 19, 1955. The location is just south of the Highmoor, Illinois station. Some of the parts used on these cars were recyycled from scrapped CTA PCCs that had less than 10 years’ service. (Robert Selle Photo, Wien-Criss Archive)

CTA Pullman PCC 4063 is turning from Madison Street onto Franklin on its way into the Loop, running on Route 20 - Madison. In this September 16, 1953 view, car 4063 appears to have suffered some front-end damage that has gone unrepaired. This is probably due to the CTA's desire to scrap these cars within the next year or so. (Robert Selle Photo, Wien-Criss Archive)

CTA Pullman PCC 4063 is turning from Madison Street onto Franklin on its way into the Loop, running on Route 20 – Madison. In this September 16, 1953 view, car 4063 appears to have suffered some front-end damage that has gone unrepaired. This is probably due to the CTA’s desire to scrap these cars within the next year or so. (Robert Selle Photo, Wien-Criss Archive)

CTA PCC 4081, heading south on Route 22 - Clark-Wentworth, proceeds slowly through a work zone at Clark and Van Buren on July 17, 1954. For more pictures of this, see our previous post Track Work @Clark & Van Buren, 1954 (February 1, 2015). This negative was apparently sold by an "RJA" at one point, which may mean the photo was taken by railfan Richard J. Anderson. This track work was related to the conversion of Clark and Dearborn into one-way streets downtown. (Wien-Criss Archive)

CTA PCC 4081, heading south on Route 22 – Clark-Wentworth, proceeds slowly through a work zone at Clark and Van Buren on July 17, 1954. For more pictures of this, see our previous post Track Work @Clark & Van Buren, 1954 (February 1, 2015). This negative was apparently sold by an “RJA” at one point, which may mean the photo was taken by railfan Richard J. Anderson. This track work was related to the conversion of Clark and Dearborn into one-way streets downtown. (Wien-Criss Archive)

From the Collections of William Shapotkin

Again, our tanks to Bill for sharing these with us.

CTA PCCs 7182 and 4380 (or is it 4390?) are turning from Wentworth onto Vincennes at 73rd Street on Route 22. From the looks of the automobiles, this picture may have been taken in 1958. (William Shapotkin Collection)

CTA PCCs 7182 and 4380 (or is it 4390?) are turning from Wentworth onto Vincennes at 73rd Street on Route 22. From the looks of the automobiles, this picture may have been taken in 1958. (William Shapotkin Collection)

CSL/CTA 6213 at 93rd and Exchange Avenue. The slide said the cross street was Anthony, but as Tony Waller points out, "The photo of the red streetcar on route 95 captioned as being at 93rd and Anthony Ave. is actually at 93rd and Exchange Ave. The streetcar line westbound turned from Exchange onto 93rd. Anthony Ave. parallels the PRR/NYC viaducts (and now the Skyway bridge alignment) that is in the near distance; crossing the streetcar line at a perpendicular angle." (William Shapotkin Collection)

CSL/CTA 6213 at 93rd and Exchange Avenue. The slide said the cross street was Anthony, but as Tony Waller points out, “The photo of the red streetcar on route 95 captioned as being at 93rd and Anthony Ave. is actually at 93rd and Exchange Ave. The streetcar line westbound turned from Exchange onto 93rd. Anthony Ave. parallels the PRR/NYC viaducts (and now the Skyway bridge alignment) that is in the near distance; crossing the streetcar line at a perpendicular angle.” (William Shapotkin Collection)

CSL 5130, signed for 31st and Lake Park. Bill Shapotkin says this car "is at Archer/Pitney. The view looks N-N/W on Pitney. The car has just changed ends and will take the crossover to head east." (William Shapotkin Collection)

CSL 5130, signed for 31st and Lake Park. Bill Shapotkin says this car “is at Archer/Pitney. The view looks N-N/W on Pitney. The car has just changed ends and will take the crossover to head east.” (William Shapotkin Collection)

CSL 5083 is signed for Pitney and Archer. Bill Shapotkin say this location "is E/B in 31st, the car has just x/o South Park (now King Dr). The church on the S/E corner is still-standing and either is or has just undergone renovation." (William Shapotkin Collection)

CSL 5083 is signed for Pitney and Archer. Bill Shapotkin say this location “is E/B in 31st, the car has just x/o South Park (now King Dr). The church on the S/E corner is still-standing and either is or has just undergone renovation.” (William Shapotkin Collection)

CSL 5147, signed for Pitney and Archer. Bill Shapotkin says this location "is W/B at Wallace (note address of 556 on building at left and car tracks in Wallace). View looks E-N/E." (William Shapotkin Collection)

CSL 5147, signed for Pitney and Archer. Bill Shapotkin says this location “is W/B at Wallace (note address of 556 on building at left and car tracks in Wallace). View looks E-N/E.” (William Shapotkin Collection)

CTA 6199 is signed for Route 87A. (William Shapotkin Collection)

CTA 6199 is signed for Route 87A. (William Shapotkin Collection)

This close-up from the previous image, although not very sharp, does show that this car is a Frazer, a product of the Kaiser-Frazer company, If I had to guess, I would say it's a 1947 model, possibly a Frazer Manhattan. Most of the styling on this car is attributed to "Dutch" Darrin. Kaiser-Frazer was an independent automaker between 1946 and 1954, started by aluminum magnate Henry J. Kaiser.

This close-up from the previous image, although not very sharp, does show that this car is a Frazer, a product of the Kaiser-Frazer company, If I had to guess, I would say it’s a 1947 model, possibly a Frazer Manhattan. Most of the styling on this car is attributed to “Dutch” Darrin. Kaiser-Frazer was an independent automaker between 1946 and 1954, started by aluminum magnate Henry J. Kaiser.

CTA one-man car 3224 is at 92nd and Baltimore. That's a bus trailing behind. (William Shapotkin Collection)

CTA one-man car 3224 is at 92nd and Baltimore. That’s a bus trailing behind. (William Shapotkin Collection)

CTA Pullman 144, possibly on a late 1950s fantrip. This car is now at the Illinois Railway Museum. (William Shapotkin Collection)

CTA Pullman 144, possibly on a late 1950s fantrip. This car is now at the Illinois Railway Museum. (William Shapotkin Collection)

CTA one-man car 3219 is at 87th and Escanaba in May 1950, at the end of the line for Route 87A. The operator is changing ends. (William Shapotkin Collection)

CTA one-man car 3219 is at 87th and Escanaba in May 1950, at the end of the line for Route 87A. The operator is changing ends. (William Shapotkin Collection)

CTA one-man car 3220 is at 67th and Oglesby in June 1952, on Route 67. (William Shapotkin Collection)

CTA one-man car 3220 is at 67th and Oglesby in June 1952, on Route 67. (William Shapotkin Collection)

CTA 6153. (William Shapotkin Collection)

CTA 6153. (William Shapotkin Collection)

CTA 7191 is at 81st and Wallace on Route - Clark-Wentworth. (Robert W. Gibson Photo, William Shapotkin collection)

CTA 7191 is at 81st and Wallace on Route – Clark-Wentworth. (Robert W. Gibson Photo, William Shapotkin collection)

CTA Pullman 459 is at Ashland and 27th Street on Route 9 in February 1951. (William Shapotkin Collection)

CTA Pullman 459 is at Ashland and 27th Street on Route 9 in February 1951. (William Shapotkin Collection)

CSL 5147, signed for Pitney and Archer. Michael D. Franklin adds, "This picture shows 6181 heading south on Larrabee St between Crosby St and Kingsbury Street. Building with 'Adams Mfg. Co.' is still standing at 907 N. Larrabee Ave." (William Shapotkin Collection)

CSL 5147, signed for Pitney and Archer. (William Shapotkin Collection)

CSL 5154, signed for Piney and Archer. Bill Shapotkin says, "This car is at East end-of-line in 26th east of Lake Park Ave -- note IC catenary in background. View looks N/E." (William Shapotkin Collection)

CSL 5154, signed for Piney and Archer. Bill Shapotkin says, “This car is at East end-of-line in 26th east of Lake Park Ave — note IC catenary in background. View looks N/E.” (William Shapotkin Collection)

CTA 5278 at 79th and Western in March 1948 on Route 79. (William Shapotkin Collection)

CTA 5278 at 79th and Western in March 1948 on Route 79. (William Shapotkin Collection)

CTA one-man car 6224 is at 92nd and Commercial in April 1948. (William Shapotkin Collection)

CTA one-man car 6224 is at 92nd and Commercial in April 1948. (William Shapotkin Collection)

CTA one-man car 6272 is at 89th and Buffalo on Route 93 in April 1948. (William Shapotkin Collection)

CTA one-man car 6272 is at 89th and Buffalo on Route 93 in April 1948. (William Shapotkin Collection)

CSL one-man car 6213 is at 89th and Avenue O in October 1946, on Route 93-95. (William Shapotkin Collection)

CSL one-man car 6213 is at 89th and Avenue O in October 1946, on Route 93-95. (William Shapotkin Collection)

CTA 6209 is at 94th on July 2, 1949, running on Route 93-95. (William Shapotkin Collection)

CTA 6209 is at 94th on July 2, 1949, running on Route 93-95. (William Shapotkin Collection)

CTA Pullman 677 is at Pulaski and Bryn Mawr in 1949 on Route 53. (William Shapotkin Collection)

CTA Pullman 677 is at Pulaski and Bryn Mawr in 1949 on Route 53. (William Shapotkin Collection)

Bill Shapotkin writes:

All the pix of a ‘GM&O” passenger train are of the southbound “Plug,” the Chicago-Joliet suburban train. Even after the ICG merger, the train continued to operate with GM&O equipment — and indeed, the loco (do not recall if it was 880-B or not), even got a new GM&O logo stenciled onto its nose. Bi-level equipment arrived (I believe) circa 1977-79, when a second “Plug” was added to the schedule.

A Gulf, Mobile & Ohio passenger train near Chicago's Loop. This slide was process in August 1972, right around the time that the GM&O was merged into the Illinois Central. (William Shapotkin Collection)

A Gulf, Mobile & Ohio passenger train near Chicago’s Loop. This slide was process in August 1972, right around the time that the GM&O was merged into the Illinois Central. (William Shapotkin Collection)

A GM&O diesel in August 1972, near some Penn Central motive power. (William Shapotkin Collection)

A GM&O diesel in August 1972, near some Penn Central motive power. (William Shapotkin Collection)

A diesel loco, still in GM&O colors, on August 15, 1978. (William Shapotkin Collection)

A diesel loco, still in GM&O colors, on August 15, 1978. (William Shapotkin Collection)

A GM&O loco heads up a passenger train in August 1975 and prepares to pass an Amtrak train. (William Shapotkin Collection)

A GM&O loco heads up a passenger train in August 1975 and prepares to pass an Amtrak train. (William Shapotkin Collection)

A Chicago & North Western commuter train near Chicago's Loop in August 1970. (William Shapotkin Collection)

A Chicago & North Western commuter train near Chicago’s Loop in August 1970. (William Shapotkin Collection)

A Chicago & North Western commuter train in Maywood on August 4, 1969. (William Shapotkin Collection)

A Chicago & North Western commuter train in Maywood on August 4, 1969. (William Shapotkin Collection)

CTA "Fishbowl" bus 1253 at Jefferson Park on June 25, 1978, running on Route 81. (Ronald J. Sullivan Photo, William Shapotkin Collection)

CTA “Fishbowl” bus 1253 at Jefferson Park on June 25, 1978, running on Route 81. (Ronald J. Sullivan Photo, William Shapotkin Collection)

CTA "Fishbowl" 1178 leaving Jefferson Park on Route 81 on March 10, 1980. (William Shapotkin Collection)

CTA “Fishbowl” 1178 leaving Jefferson Park on Route 81 on March 10, 1980. (William Shapotkin Collection)

CTA bus 6286 is turning from Clark onto Southport in April 2008. This is the north end for Route 9 - Ashland. (John J. Le Beau Photo, William Shapotkin Collection)

CTA bus 6286 is turning from Clark onto Southport in April 2008. This is the north end for Route 9 – Ashland. (John J. Le Beau Photo, William Shapotkin Collection)

Milwaukee County Transit System 4718 at the Mitchell International Airport cell phone parking lot on September 30, 2016. (William Shapotkin Collection)

Milwaukee County Transit System 4718 at the Mitchell International Airport cell phone parking lot on September 30, 2016. (William Shapotkin Collection)

Milwaukee County Transit System 5612 at the Mitchell International Airport cell phone parking lot on April 26, 2017. (William Shapotkin Collection)

Milwaukee County Transit System 5612 at the Mitchell International Airport cell phone parking lot on April 26, 2017. (William Shapotkin Collection)

Milwaukee County Transit System 5180 at the Bayshore loop on February 20, 2012, running the Green Line to Mitchell Airport. (William Shapotkin Collection)

Milwaukee County Transit System 5180 at the Bayshore loop on February 20, 2012, running the Green Line to Mitchell Airport. (William Shapotkin Collection)

Milwaukee County Transit System 5174 at the 60th and Vliet loop on May 27, 2012, running Route 33. (William Shapotkin Collection)

Milwaukee County Transit System 5174 at the 60th and Vliet loop on May 27, 2012, running Route 33. (William Shapotkin Collection)

Milwaukee County Transit System 5129 at 35th and Silver Spring on June 9, 2012, running Route 19. (William Shapotkin Collection)

Milwaukee County Transit System 5129 at 35th and Silver Spring on June 9, 2012, running Route 19. (William Shapotkin Collection)

Milwaukee County Transit System 5162 at the 60th and Vliet loop on February 19, 2012, running Route 33. (William Shapotkin Collection)

Milwaukee County Transit System 5162 at the 60th and Vliet loop on February 19, 2012, running Route 33. (William Shapotkin Collection)

Milwaukee County Transit System 5137 at the 60th and Vliet loop on March 5, 2012, running Route 33. (William Shapotkin Collection)

Milwaukee County Transit System 5137 at the 60th and Vliet loop on March 5, 2012, running Route 33. (William Shapotkin Collection)

Railroad Record Club News

From Kenneth Gear:

I just found an interesting RRC document on line. It is a list of all RRC records available at the time of RRC 12 the DM&IR record’s release. I found it on a British vinyl record website but the copy of RRC 12 it came with was already sold. Unfortunately the scan is low res and there wasn’t much I could do to fix it. I color corrected it and sharpened the image. It is readable and contains a little bit of info about the club membership.

Recent Correspondence

Barry Shanoff writes:

I haven’t seen any updates in a while. I hope all is well.

Thanks for writing.

I worked 15 out of 16 days in a row last month as an election judge, and that pretty much wore me out for a while. After that, it took me a couple weeks to get back up to speed.

Meanwhile, I have also been working hard on my next book, now scheduled for publication on October 1st. It’s close to being finished. I am also collecting material for what I hope will be next year’s book.

I have also been collecting lots of new images for the blog (see this post!).  There’s a major article coming soon by Larry Sakar about Milwaukee streetcars, plus lots of images that other people have shared with me, in addition to ones I have purchased.

So although there hasn’t been a post in a while, a lot of work, as always, has been going on behind the scenes.

Charlie Vlk writes:

In case you haven’t come across this site the Indiana Historical Society has photos of 4200s being built and North Shore and South Shore items.

http://images.indianahistory.org/cdm/search/collection/p16797coll21/searchterm/chicago/order/title

There is an excellent film of a North Shore Line wreck filmed on February 24, 1930 at https://mirc.sc.edu/islandora/object/usc%3A48292

PS- Still looking for photos of the Douglas Park CB&Q / El stations.

Thanks very much for sharing these links!

Thomas Kruse writes, regarding our previous post A Shoebox Full of Dreams (September 21, 2017)

A caregiver for my father sent this to me. My father is the Marvin C. Kruse you cited. A few corrections. My dad just celebrated his 96th birthday a few weeks ago, alive and well. Also he never said he was POW.

I LOVE what you have done with his photos that my brother sold. This is a real benefit for all. Very good memories; Dad enjoyed this blog, too.

Looks like some of the information I dug up applied to a different Marvin C. Kruse. We have corrected the post, thanks. Glad he likes it.

Jack Bejna writes:

Another great post! The time you spend in preparation of these posts has to be enormous and just want you to know that your efforts are appreciated!

More CA&E images to come!

Tony Waller writes:

While I commend you for keeping up the great work, I believe I detected some errors in your photos. In the photo of the Fifth Avenue shuttle’s one-man red car that you said must be 1954 and not the cited 1953. It could well have been 1953. When streetcars were replaced by weekend/holiday buses on Route 20 Madison and Madison/Fifth in March 1952, buses ran on the Fifth Avenue branch only on Saturdays (through to the Loop). One-man red cars instituted the shuttle service on Fifth Avenue on Sundays and major holidays. Following complete bus substitution on the main line of Madison in December 1953, the one-man red car shuttle provided all service (seven days per week) on Fifth Avenue until February 1954 when the branch was discontinued without replacement.

The photo of the IC electric suburban train does not appear to me to be at Halsted (West Pullman) station on the Blue Island branch. I can’t say where it is, however.

The photo of the two wooden “railroad roof” Chicago Rapid Transit cars are not on the Central St., Evanston elevation; but are on the bridge over the nearby North Shore Channel waterway.

The photo of the red streetcar on route 95 captioned as being at 93rd and Anthony Ave. is actually at 93rd and Exchange Ave. The streetcar line westbound turned from Exchange onto 93rd. Anthony Ave. parallels the PRR/NYC viaducts (and now the Skyway bridge alignment) that is in the near distance; crossing the streetcar line at a perpendicular angle.

But as I said above, keep up your great work!

Thanks for the corrections. I did already fix the caption for the IC picture, which was the result of the neg envelopes getting switched between two negs. Not sure whether Bob Selle did this, but in any event I purchased one neg and Jeff Wien the other. Once we swap neg envelopes, order will be restored in the universe.

The www.chicagorailfan.com web site gives May 11, 1952 as the date when buses were substituted for streetcars on weekends for Route 20, but did not say anything about the Madison-Fifth branch line still being operated with trolleys as a shuttle until December 13, 1953.  Admittedly, some of this minutiae does get a bit confusing.

However, this is all clarified on page 284 of Chicago Surface Lines: An Illustrated History (Third Edition), where author Alan R. Lind notes:

“CTA substituted buses for the Madison main line cars on weekends only starting May 11, 1952… (regarding the Madison-Fifth branch) On May 11, 1952 it remained a two-man car route on weekdays to downtown, but became a bus route to downtown on Saturdays only, and a one-man shuttle car route on Sundays only.”

One reason Madison-Fifth was eventually discontinued without bus replacement was the construction of the Congress (now Eisenhower) expressway. It was decided to simply truncate Fifth Avenue at the highway and no bridge was built crossing it. Other cutbacks to that street have followed, to the point where today it is perhaps a vestige of what it once was.

The other thing that cinches it is the calendar. February 15, 1953 was a Sunday, when shuttle cars would have been running, while the following year the 15th was a Monday.  Since Bob Selle marked on his neg envelope that this was a Sunday, the 1953 date must be correct after all.

Our resident South Side expert M. E. writes:

Missed you, wondered where you went. Glad you’re back.

https://thetrolleydodger.files.wordpress.com/2018/04/image616.jpg
Your caption says “signed for route 1 – Cermak.” Cermak was — and still is — route 21, as is displayed on the streetcar’s front sign.

https://thetrolleydodger.files.wordpress.com/2018/04/image742.jpg
The reason the original year given was 1953 is simple — everyone forgets to adjust for a new year until a few months into the new year. I’m sure you have written checks with the prior year’s date.

https://thetrolleydodger.files.wordpress.com/2018/04/image691.jpg
Behind the streetcar you see the tracks and the trolley wires curving to the left. Also, this streetcar is crossing a railroad. Also, the sign indicates the car is westbound to 95th and State. All of this tells me this is the area west of Stony Island Ave. where the 93rd/95th streetcar wiggled through several streets, heading west and south, before crossing the railroad seen in the picture. I also think the person in the front left window of the streetcar is its conductor. When the streetcar approached the railroad crossing, it stopped. The conductor had to get out of the streetcar, walk up to the railroad track, look both ways for trains, and then signal to the motorman if it was okay to cross the railroad tracks. The conductor probably re-boarded the streetcar at the front. He could stay there a while because the next streetcar stop was a fair distance west. By the way, this crossing required a two-man crew, which otherwise would have been only one man because of relatively light patronage on that line. The customers on this particular run were most likely steelworkers heading home.

https://thetrolleydodger.files.wordpress.com/2018/04/image688.jpg
I wondered why there was a Gulf, Mobile and Ohio passenger train in 1972, because most passenger railroads yielded to Amtrak in April 1971 (the only exceptions being the Rock Island, Southern, and Rio Grande). So I guessed this picture has to depict a commuter train. I looked up “GM&O commuter train” in Google, and sure enough, it was GM&O’s only commuter train of the day, called the Plug.

The “2” key on my computer keyboard has been malfunctioning recently, which explains why I typed 1 instead of 21.

Additional research seems to show the 1953 date is correct for image742. See my correspondence with Tony Waller, which I have posted to the main body of the post.

I will post your other corrections later today, thanks! Always great to hear from you.

George Trapp writes:

Great to see your latest post. I do have one small correction on one photo and a couple of observations on another.

The June 22, 1953 view of Tower 18 on the Loop Elevated: The train approaching on the left is an Evanston Express not a Ravenswood. The lead car is a former Northwestern Elevated 1000 series gate car, note left hand cab and trolley poles. The Ravenswood used former South Side gate cars that had been used on the Wilson-Kenwood locals at this time in addition to new 6000’s.. Also, run #509 is an Evanston run number, Ravenswood’s were in the 400’s. Train behind is a Ravenswood at Merchandise Mart with 6131-6200 series cars.

Photo of Air-Door Pullman #528 on State Street bridge running as a Broadway-State tripper on May 18, 1954. Interesting because some of these cars were retained for emergencies after Ashland was converted to bus in Feb., 1954. In your CERA bulletin 146, there’s a photo of a line of them at Devon next to PCC #7195. By May 1954 the Post War PCC fleet was down to 347 cars. One other thing is the former Chicago Motor Coach 1001-1008 series Mack C-50 on the Wabash bridge. Unusual because they were not GM’s CMC’s usual supplier. They were probably purchased at GM’s encouragement because of anti-trust pressure GM was feeling. CMC reverted back to GM for 50 more TDH5103’s delivered four months after the Macks.

It’s great to hear from you; thanks for writing.

Ravenswood was what Bob Selle, the photographer, wrote on his negative envelope, so I went with that. But as we know, no one is infallible, and sometimes what’s written on a neg, slide, or print can turn out to be wrong.

Mr. Selle was a stickler for details, often putting down the day of the week and even the time of day when his pictures were taken, so for him, it’s a rare mistake. I will correct the caption, thanks.

We have written about the last few red cars before, the ones that were kept after May 30, 1954 for emergency use. I am pretty sure we were able to determine which cars they were, and how many.

Adam Platt writes:

Thanks again for the wonderful posts. They keep me up way too late some nights.

You’re welcome!

Wally Weart writes:

A home run, really one of the best so far.

Thanks!!

Glad you like this post.  Again, special thanks to Jeff Wien and Bill Shapotkin for their contributions.

-David Sadowski

Chicago Trolleys

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

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

Check out our new book Chicago Trolleys. Signed copies are available through our Online Store.

This book makes an excellent gift and costs just $17.99 plus shipping. That’s $4.00 off the list price.

Help Support The Trolley Dodger

gh1

This is our 210th 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 395,000 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.

As we have said before, “If you buy here, we will be here.”

We thank you for your support.

DONATIONS

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.

Recent Finds, 8-16-2017

Chicago Aurora & Elgin wood car 301 sports a new paint job at Wheaton Yard in August 1959, two years after the end of passenger service. It sits forlornly while waiting for a buyer that never came. Fortunately, some other cars were saved.

Chicago Aurora & Elgin wood car 301 sports a new paint job at Wheaton Yard in August 1959, two years after the end of passenger service. It sits forlornly while waiting for a buyer that never came. Fortunately, some other cars were saved.

We have been hard at work since our last post. Here are lots of great, classic pictures for your consideration.

In addition, we have new CD titles, which include about six hours of classic train audio. This means we have now digitized the complete Railroad Record Club collection and have made these long out-of-print recordings available to a new generation of fans. For each hour of CD audio, there is at least 10 hours of work involved. I hope that you will enjoy the results.

Our new book Chicago Trolleys is now 100% finished and has gone to press. There is also a set of 15 postcards available for a very reasonable price, using selected images from the book. The details are at the end of this post.

Enjoy!

-David Sadowski

CTA one-man streetcar 3144 heads east on Route 16 - Lake Street somewhere between Laramie and Pine Street, while a two-car train of 400-series "L" cars runs at ground level parallel to the streetcar. The time must be near the end of red car service here, which was May 30, 1954, as that is a 1953 or 1954 Cadillac at left. The C&NW signal tower on the embankment is still there today, at about Pine Street, which is where streetcars crossed the "L" to run north of the embankment for a few blocks before terminating at Austin Boulevard, the city limits.

CTA one-man streetcar 3144 heads east on Route 16 – Lake Street somewhere between Laramie and Pine Street, while a two-car train of 400-series “L” cars runs at ground level parallel to the streetcar. The time must be near the end of red car service here, which was May 30, 1954, as that is a 1953 or 1954 Cadillac at left. The C&NW signal tower on the embankment is still there today, at about Pine Street, which is where streetcars crossed the “L” to run north of the embankment for a few blocks before terminating at Austin Boulevard, the city limits.

CTA 1777 is on Lake Street heading east near Laramie, next to the ramp that once took the Lake Street "L" up to steel structure. A few of the older red trolleys were repainted in this color scheme by CTA, but I don't know anyone who found this very attractive when compared to what it replaced. The total distance where streetcars and "L" cars ran side-by-side was only a few blocks.

CTA 1777 is on Lake Street heading east near Laramie, next to the ramp that once took the Lake Street “L” up to steel structure. A few of the older red trolleys were repainted in this color scheme by CTA, but I don’t know anyone who found this very attractive when compared to what it replaced. The total distance where streetcars and “L” cars ran side-by-side was only a few blocks.

The same location today, at about 5450 West Lake Street.

The same location today, at about 5450 West Lake Street.

A two-car train of CTA 4000s at the west end of the Lake Street "L" in Forest Park. This picture was probably taken circa 1961-62, since you can see that at right, work is already underway on expanding the embankment to create space for a rail yard. On October 28, 1962, the out end of Lake was relocated to the C&NW embankment at left.

A two-car train of CTA 4000s at the west end of the Lake Street “L” in Forest Park. This picture was probably taken circa 1961-62, since you can see that at right, work is already underway on expanding the embankment to create space for a rail yard. On October 28, 1962, the out end of Lake was relocated to the C&NW embankment at left.

Here, we see the Garfield Park "L" temporary tracks on Van Buren at Loomis, looking east on July 1, 1956. Construction on the adjacent Congress Expressway (now Eisenhower) is pretty far along. This operation would continue until the opening of the Congress median line on June 22, 1958.

Here, we see the Garfield Park “L” temporary tracks on Van Buren at Loomis, looking east on July 1, 1956. Construction on the adjacent Congress Expressway (now Eisenhower) is pretty far along. This operation would continue until the opening of the Congress median line on June 22, 1958.

At left, we can see Chicago Pullman 225 under a makeshift shelter at the Seashore Trolley Museum. 225 went there in 1957, but offhand, I'm not sure when the UK double-decker tram made the trip across the Atlantic.

At left, we can see Chicago Pullman 225 under a makeshift shelter at the Seashore Trolley Museum. 225 went there in 1957, but offhand, I’m not sure when the UK double-decker tram made the trip across the Atlantic.

A night shot from the National Tramway Museum in Crich (UK), which is home to more than 60 trams built between 1900 and 1950.

A night shot from the National Tramway Museum in Crich (UK), which is home to more than 60 trams built between 1900 and 1950.

CTA's line car S-606 at the Dempster terminal of the Skokie Swift (today's Yellow Line). According to Don's Rail Photos, "S-606 was built by Cincinnati in January 1923, #2620, as Chicago North Shore & Milwaukee 606. In 1963 it became CTA S-606 and burned in 1978. The remains were sold to the Indiana Transportation Museum." (Photo by Bob Harris) Bob Harris adds, "By the way, the body of 606 is back in Illinois. When CLS&SB #73 comes out of the restoration shop, 606 goes in. We have the Cincinnati Car Company drawings. But since 606 was virtually destroyed in the November 26, 1977 fire, this will be more of a re-creation rather than a restoration."

CTA’s line car S-606 at the Dempster terminal of the Skokie Swift (today’s Yellow Line). According to Don’s Rail Photos, “S-606 was built by Cincinnati in January 1923, #2620, as Chicago North Shore & Milwaukee 606. In 1963 it became CTA S-606 and burned in 1978. The remains were sold to the Indiana Transportation Museum.” (Photo by Bob Harris) Bob Harris adds, “By the way, the body of 606 is back in Illinois. When CLS&SB #73 comes out of the restoration shop, 606 goes in. We have the Cincinnati Car Company drawings. But since 606 was virtually destroyed in the November 26, 1977 fire, this will be more of a re-creation rather than a restoration.”

Here, we are looking south on State Street from Monroe in 1942. Construction of the State Street Subway is being finished up, with the construction of stairway entrances. New streetcar tracks have been set in concrete, while it looks like some street paving work is still going on. The famous Palmer House is at left. There are a few references to WWII visible, meaning this picture was taken after Pearl Harbor. The subway was put into regular service on October 17, 1943.

Here, we are looking south on State Street from Monroe in 1942. Construction of the State Street Subway is being finished up, with the construction of stairway entrances. New streetcar tracks have been set in concrete, while it looks like some street paving work is still going on. The famous Palmer House is at left. There are a few references to WWII visible, meaning this picture was taken after Pearl Harbor. The subway was put into regular service on October 17, 1943.

A close-up of the previous picture.

A close-up of the previous picture.

This aerial view shows the old Main Chicago Post Office and the near west side in 1946, before work started on building the Congress Expressway (now Eisenhower), which now runs right through the center of the building. That will give you an idea of just what a massive project this was. The old Metropolitan "L", parts of which were displaced by the highway, has already curved off to the left, where it can be seen crossing the Union Station train sheds. Two side-by-side bridges carried the four tracks over the Chicago River. Then, tracks split, one part going to the Wells Street Terminal, the other continuing to a connection with the Loop structure at Wells and Van Buren. Now, the CTA Blue Line subway goes underneath the post office and river.

This aerial view shows the old Main Chicago Post Office and the near west side in 1946, before work started on building the Congress Expressway (now Eisenhower), which now runs right through the center of the building. That will give you an idea of just what a massive project this was. The old Metropolitan “L”, parts of which were displaced by the highway, has already curved off to the left, where it can be seen crossing the Union Station train sheds. Two side-by-side bridges carried the four tracks over the Chicago River. Then, tracks split, one part going to the Wells Street Terminal, the other continuing to a connection with the Loop structure at Wells and Van Buren. Now, the CTA Blue Line subway goes underneath the post office and river.

A close-up of the previous picture shows the Met "L" in greater detail. An eastbound two-car "L" train and a red CSL streetcar are visible.

A close-up of the previous picture shows the Met “L” in greater detail. An eastbound two-car “L” train and a red CSL streetcar are visible.

In this picture, it looks like the Congress Expressway (now Eisenhower) has just opened, which would date the picture to November 1960. We are looking east near Oak Park Avenue. Many things are unfinished, and traffic is limited to two lanes in each direction (and already very crowded). According to Graham Garfield's excellent web site, the new Oak Park station opened on March 19, 1960, and the station house was finished on March 27, 1961.

In this picture, it looks like the Congress Expressway (now Eisenhower) has just opened, which would date the picture to November 1960. We are looking east near Oak Park Avenue. Many things are unfinished, and traffic is limited to two lanes in each direction (and already very crowded). According to Graham Garfield’s excellent web site, the new Oak Park station opened on March 19, 1960, and the station house was finished on March 27, 1961.

Chicago, North Shore & Milwaukee car 772 in 1959 at the barn lead to the Harrison Street Shops in Milwaukee..

Chicago, North Shore & Milwaukee car 772 in 1959 at the barn lead to the Harrison Street Shops in Milwaukee..

North Shore Line car 158 is a northbound Waukegan Express on the Shore Line Route at North Chicago, July 4, 1949. This was the also date of an Electric Railroaders Association (ERA) fantrip. 158 was built by Brill in 1915.

North Shore Line car 158 is a northbound Waukegan Express on the Shore Line Route at North Chicago, July 4, 1949. This was the also date of an Electric Railroaders Association (ERA) fantrip. 158 was built by Brill in 1915.

North Shore Line city streetcar 356 in the 1940s. The consensus is this shows Waukegan, as there was no curve in Milwaukee that matches the buildings in this picture. Jerry Wiatrowski adds, "This is in Waukegan! The photographer is standing on the South side of Belvidere Street looking East/Northeast. The Westbound streetcar is turning off of Marion Street (now South Genesee Street) and will shortly turn right onto South Genesee Street as it travels North thru the center of downtown Waukegan. If I recall correctly, the “s-curve” this streetcar is on was known as “Merchants curve”. The sailors that can be seen in the windows of the car are going to downtown Waukegan from the Great Lakes Naval Base, the South end of the streetcar line."

North Shore Line city streetcar 356 in the 1940s. The consensus is this shows Waukegan, as there was no curve in Milwaukee that matches the buildings in this picture. Jerry Wiatrowski adds, “This is in Waukegan! The photographer is standing on the South side of Belvidere Street looking East/Northeast. The Westbound streetcar is turning off of Marion Street (now South Genesee Street) and will shortly turn right onto South Genesee Street as it travels North thru the center of downtown Waukegan. If I recall correctly, the “s-curve” this streetcar is on was known as “Merchants curve”. The sailors that can be seen in the windows of the car are going to downtown Waukegan from the Great Lakes Naval Base, the South end of the streetcar line.”

Randolph Street looking east in the late 1940s. The RKO Palace Theatre, located at 151 West Randolph, is now the Cadillac Palace.

Randolph Street looking east in the late 1940s. The RKO Palace Theatre, located at 151 West Randolph, is now the Cadillac Palace.

CTA Pullman 106 at South Shops on September 10, 1952.

CTA Pullman 106 at South Shops on September 10, 1952.

A view of the north side of CTA's South Shops on September 10, 1952. In a previous post, we ran a picture of car 4001 taken on this trackage. That picture was taken in the 1930s, and by 1952 it appears one track had been taken out of service.

A view of the north side of CTA’s South Shops on September 10, 1952. In a previous post, we ran a picture of car 4001 taken on this trackage. That picture was taken in the 1930s, and by 1952 it appears one track had been taken out of service.

PS- Here is that photo of 4001, which we previously ran in our post More Chicago PCC Photos – Part Four (10-12-2015):

CSL 4001 may be on non-revenue trackage at the north end of South Shops. (Edward Frank, Jr. Photo)

CSL 4001 may be on non-revenue trackage at the north end of South Shops. (Edward Frank, Jr. Photo)

This picture was taken on September 9, 1952, looking north from the Main Street station on CTA's Evanston branch.

This picture was taken on September 9, 1952, looking north from the Main Street station on CTA’s Evanston branch.

On September 9, 1952, a southbound North Shore Line train, running via the Shore Line Route, stops at Foster Street in Evanston. Here, NSL had its own platform to keep passengers from transferring to the "L" without paying another fare. The stairs descended to a free area. It was not necessary to have a similar platform for northbound riders, as North Shore Line conductors would check tickets on the train.

On September 9, 1952, a southbound North Shore Line train, running via the Shore Line Route, stops at Foster Street in Evanston. Here, NSL had its own platform to keep passengers from transferring to the “L” without paying another fare. The stairs descended to a free area. It was not necessary to have a similar platform for northbound riders, as North Shore Line conductors would check tickets on the train.

A view from the 15th floor of the YMCA Hotel on Wabash Avenue on September 9, 1952.

A view from the 15th floor of the YMCA Hotel on Wabash Avenue on September 9, 1952.

Another view from the same location.

Another view from the same location.

From the door configuration, you can tell that this prewar Chicago PCC has been converted to one-man operation. It is running on Route 4 - Cottage Grove in this blow-up of the previous image.

From the door configuration, you can tell that this prewar Chicago PCC has been converted to one-man operation. It is running on Route 4 – Cottage Grove in this blow-up of the previous image.

CTA work car L-203 and various PCCs parked behind South Shops on September 10, 1952.

CTA work car L-203 and various PCCs parked behind South Shops on September 10, 1952.

A CSL trailer being used as an office at South Shops on September 10, 1952.

A CSL trailer being used as an office at South Shops on September 10, 1952.

Here, one-man car 3266 is on the south side (Route 67). The car is at Harvard, heading westbound, and I believe the destination sign reads 79th and California. On the other hand, our resident south side expert M. E. writes: "In pict662.jpg , your caption says "I believe the destination sign reads 79th and California." No, it is 71st and California. Route 67 was known as 67th-69th-71st; abbreviated, just 69th, because that was the longest stretch. In fact, you might want to revise the caption to note that the photo is at 69th and Harvard."

Here, one-man car 3266 is on the south side (Route 67). The car is at Harvard, heading westbound, and I believe the destination sign reads 79th and California. On the other hand, our resident south side expert M. E. writes: “In pict662.jpg , your caption says “I believe the destination sign reads 79th and California.” No, it is 71st and California. Route 67 was known as 67th-69th-71st; abbreviated, just 69th, because that was the longest stretch. In fact, you might want to revise the caption to note that the photo is at 69th and Harvard.”

69th and Harvard today, looking east.

69th and Harvard today, looking east.

CTA 6193, a "169" or Broadway-State car, was built by Cummings in 1923. It was converted to one-man operation in 1949 and has suffered some damage in this September 10, 1952 view at South Shops.

CTA 6193, a “169” or Broadway-State car, was built by Cummings in 1923. It was converted to one-man operation in 1949 and has suffered some damage in this September 10, 1952 view at South Shops.

CTA 4314 and 4304 on the west side of South Shops, September 10, 1952. On the other hand, M. E. writes: "In pict664.jpg, you say "on the west side of South Shops." No, this has to be the east side of South Shops. That's because South Shops was on the east side of Vincennes, so its west side faced Vincennes. There is no Vincennes in this photo." We were just going by the information written in the negative envelope that came with this image, which turns out to be incorrect. Gosh darn those out-of-town photographers!!

CTA 4314 and 4304 on the west side of South Shops, September 10, 1952. On the other hand, M. E. writes: “In pict664.jpg, you say “on the west side of South Shops.” No, this has to be the east side of South Shops. That’s because South Shops was on the east side of Vincennes, so its west side faced Vincennes. There is no Vincennes in this photo.” We were just going by the information written in the negative envelope that came with this image, which turns out to be incorrect. Gosh darn those out-of-town photographers!!

CTA 4314 and 4304 on the east side of South Shops, September 10, 1952.

CTA 4314 and 4304 on the east side of South Shops, September 10, 1952.

CTA prewar PCC 4047 and postwar car 7038 at South Shops on September 10, 1952.

CTA prewar PCC 4047 and postwar car 7038 at South Shops on September 10, 1952.

Two CTA freight locos at South Shops, September 10, 1952.

Two CTA freight locos at South Shops, September 10, 1952.

A CTA freight loco, possibly L-201, at South Shops on September 10, 1952.

A CTA freight loco, possibly L-201, at South Shops on September 10, 1952.

A CTA wood car at 42nd Place, end of the Kenwood branch, during the 1950s. (Walter Broschart Photo)

A CTA wood car at 42nd Place, end of the Kenwood branch, during the 1950s. (Walter Broschart Photo)

A two car train of singles just north of Main Street in Evanston. #27 is the lead car.

A two car train of singles just north of Main Street in Evanston. #27 is the lead car.

A CTA single-car unit under wire on the Evanston branch, just north of Main Street. This might be car 47.

A CTA single-car unit under wire on the Evanston branch, just north of Main Street. This might be car 47.

A CTA single-car unit heads south from Isabella on the Evanston branch, sometime between 1961 and 1973.

A CTA single-car unit heads south from Isabella on the Evanston branch, sometime between 1961 and 1973.

A train of 4000s, signed for Jackson Park via the Subway, in 1947. If I am reading the sign correctly, this is 31st Street, a station the CTA closed in 1949. There was also apparently a Chicago White Sox home game when this picture was taken. M. E. writes: "pict673.jpg features a Jackson Park train at 31st St. Notice three tracks. The middle track was used, although I am unsure under what circumstances. One possibility that comes to mind is that the Kenwood line (until it became a shuttle out of Indiana Ave.) ran on this trackage into the Loop and up to Wilson. The Kenwood was a local. The Englewood and Jackson Park trains sometimes bypassed the Kenwood locals using the middle track. There were switches up and down the line to enable moving to and from the middle track. Another possibility is that at one point the North Shore ran trains south as far as 63rd and Dorchester (1400 East) on the Jackson Park line. Perhaps some CNS&M trains used the middle track. One impossibility is that the Englewood and Jackson Park trains used the middle track the whole way from south of Indiana Ave. to the Loop. I say this was not possible because all the stations on this line were on the outer sides of the outside tracks. I don't recall any Englewood or Jackson Park trains running express on the middle track along this stretch. By the way, prior to the 1949 changes, only the Jackson Park line ran north to Howard. The Englewood ran to Ravenswood (to Lawrence and Kimball)."

A train of 4000s, signed for Jackson Park via the Subway, in 1947. If I am reading the sign correctly, this is 31st Street, a station the CTA closed in 1949. There was also apparently a Chicago White Sox home game when this picture was taken. M. E. writes: “pict673.jpg features a Jackson Park train at 31st St. Notice three tracks. The middle track was used, although I am unsure under what circumstances. One possibility that comes to mind is that the Kenwood line (until it became a shuttle out of Indiana Ave.) ran on this trackage into the Loop and up to Wilson. The Kenwood was a local. The Englewood and Jackson Park trains sometimes bypassed the Kenwood locals using the middle track. There were switches up and down the line to enable moving to and from the middle track.
Another possibility is that at one point the North Shore ran trains south as far as 63rd and Dorchester (1400 East) on the Jackson Park line. Perhaps some CNS&M trains used the middle track.
One impossibility is that the Englewood and Jackson Park trains used the middle track the whole way from south of Indiana Ave. to the Loop. I say this was not possible because all the stations on this line were on the outer sides of the outside tracks. I don’t recall any Englewood or Jackson Park trains running express on the middle track along this stretch.
By the way, prior to the 1949 changes, only the Jackson Park line ran north to Howard. The Englewood ran to Ravenswood (to Lawrence and Kimball).”

A close-up of the previous picture.

A close-up of the previous picture.

North Shore Line city streetcar 509 in August 1941. Don's Rail Photos says, "509 was built by St Louis Car in 1909. It was rebuilt to one man and transferred to Waukegan on November 3, 1922. It was used as a waiting room at 10th Street, North Chicago, for a short time in 1947, until a new station could be built at the truncated north end of the Shore Line Route. It was sold for scrap in 1949."

North Shore Line city streetcar 509 in August 1941. Don’s Rail Photos says, “509 was built by St Louis Car in 1909. It was rebuilt to one man and transferred to Waukegan on November 3, 1922. It was used as a waiting room at 10th Street, North Chicago, for a short time in 1947, until a new station could be built at the truncated north end of the Shore Line Route. It was sold for scrap in 1949.”

North Shore Line wood car 304, built by American Car in 1910, as it looked in June 1938. It became a sleet cutter in 1939 and was scrapped the following year.

North Shore Line wood car 304, built by American Car in 1910, as it looked in June 1938. It became a sleet cutter in 1939 and was scrapped the following year.

Gary Railways 19 at Indiana Harbor on May 1, 1938 during the very first fantrip of Central Electric Railfans' Association. This car was built by Cummings in 1927. (LaMar M. Kelley Photo)

Gary Railways 19 at Indiana Harbor on May 1, 1938 during the very first fantrip of Central Electric Railfans’ Association. This car was built by Cummings in 1927. (LaMar M. Kelley Photo)

Gary Railways 22 on May 10, 1940.

Gary Railways 22 on May 10, 1940.

Gary Railways 21 in 1938, signed for 22nd Avenue. It was built by Cummings in 1927.

Gary Railways 21 in 1938, signed for 22nd Avenue. It was built by Cummings in 1927.

Northern Indiana Railways 216 in South Bend, Indiana on June 25, 1939. The occasion was Central Electric Railfans' Association fantrip #9, which brought people here via the South Shore Line. This deck roof car was built by Kuhlman in 1923.

Northern Indiana Railways 216 in South Bend, Indiana on June 25, 1939. The occasion was Central Electric Railfans’ Association fantrip #9, which brought people here via the South Shore Line. This deck roof car was built by Kuhlman in 1923.

Gary Railways 5, a 1925 Kuhlman product, is shown at Indiana Harbor on May 1, 1938, date of the very first Central Electric Railfans' Association fantrip. (LaMar M. Kelley Photo)

Gary Railways 5, a 1925 Kuhlman product, is shown at Indiana Harbor on May 1, 1938, date of the very first Central Electric Railfans’ Association fantrip. (LaMar M. Kelley Photo)

Here, we see New Castle Electric Street Railway 352 in Grant Street at the Erie/B&O/P&LE station in New Castle, PA on August 24, 1941. This was a Birney car, a 1919 National product that, to these eyes, reminds me of the Osgood-Bradley Electromobiles of ten years later. All streetcar service in this area was discontinued on December 11, 1941. (W. Lupher Hay Photo)

Here, we see New Castle Electric Street Railway 352 in Grant Street at the Erie/B&O/P&LE station in New Castle, PA on August 24, 1941. This was a Birney car, a 1919 National product that, to these eyes, reminds me of the Osgood-Bradley Electromobiles of ten years later. All streetcar service in this area was discontinued on December 11, 1941. (W. Lupher Hay Photo)

The Queensboro Bridge trolley, which last ran on April 7, 1957, making it New York City's final (to date) streetcar. Our new audio collection has a "mystery track" on it that may or may not be the Queensboro Bridge trolley. You be the judge. It takes a serious railfan to distinguish an Osgood Bradley Electromobile, as we see here, from the very similar Brill Master Unit. Parts from sister car 601 are now being used to help the Electric City Trolley Museum Association restore Scranton Transit car 505.

The Queensboro Bridge trolley, which last ran on April 7, 1957, making it New York City’s final (to date) streetcar. Our new audio collection has a “mystery track” on it that may or may not be the Queensboro Bridge trolley. You be the judge.
It takes a serious railfan to distinguish an Osgood Bradley Electromobile, as we see here, from the very similar Brill Master Unit. Parts from sister car 601 are now being used to help the Electric City Trolley Museum Association restore Scranton Transit car 505.

Indianapolis Railways 175 was a Brill "Master Unit" built in 1934. These were among the last cars built by Brill prior to the pre-PCCs. Brill's idea behind the "Master Unit" was to create a standardized car, but as it turned out, no two orders placed were exactly alike.

Indianapolis Railways 175 was a Brill “Master Unit” built in 1934. These were among the last cars built by Brill prior to the pre-PCCs. Brill’s idea behind the “Master Unit” was to create a standardized car, but as it turned out, no two orders placed were exactly alike.

North Shore Line city streetcar 352 at Harrison Street Shops in Milwaukee, June 1941.

North Shore Line city streetcar 352 at Harrison Street Shops in Milwaukee, June 1941.

Philadelphia Suburban Transportation Co. (aka Red Arrow) 13, a 1949 product of St. Louis Car Co., in side-of-the-road operation on West Chester Pike, June 2, 1954. Buses replaced trolleys a few days later to allow for the widening of this important thoroughfare.

Philadelphia Suburban Transportation Co. (aka Red Arrow) 13, a 1949 product of St. Louis Car Co., in side-of-the-road operation on West Chester Pike, June 2, 1954. Buses replaced trolleys a few days later to allow for the widening of this important thoroughfare.

Here, Red Arrow 61 approaches the 69th Street Terminal in Upper Darby, sometime in the 1930s. Car 61 was a Brill product from about 1927. Note the man wearing a straw hat, which is something people used to do on hot days.

Here, Red Arrow 61 approaches the 69th Street Terminal in Upper Darby, sometime in the 1930s. Car 61 was a Brill product from about 1927. Note the man wearing a straw hat, which is something people used to do on hot days.

North Shore Line car 760 in Milwaukee. Don's Rail Photos says: "760 was built by Standard Steel Car Co in 1930. It was modernized in 1945 and rebuilt as (a) Silverliner on September 23, 1952." Since photographer LaMar M. Kelley died on January 5, 1948 (see below), this picture cannot be later than that date.

North Shore Line car 760 in Milwaukee. Don’s Rail Photos says: “760 was built by Standard Steel Car Co in 1930. It was modernized in 1945 and rebuilt as (a) Silverliner on September 23, 1952.” Since photographer LaMar M. Kelley died on January 5, 1948 (see below), this picture cannot be later than that date.

We don't often know much about the people who took some of these historic photographs. But here is an obituary of LaMar M. Kelley appeared in the February 1948 issue of Central Headlight, an employee publication of the New York Central railroad. I also found this online (even though it gets the date wrong): "Lamar M. Kelly (d. 1947) of Elkhart IN worked as a helper at the sand house and coal pockets at Elkhart . He was crippled by polio and devoted most his time to rail photography. He traded negatives with Jerry Best who considered Kelley's work to be of varied quality. Kelley died suddenly in a workplace accident in 1947. His negative collection was sold piecemeal." I object to the author's use of the word "crippled," which implies limitations in someone's life that are more than just physical disabilities. Personally, I think LaMar M. Kelley's photography was quite good, and that he led a life of great accomplishment in his 50 short years.

We don’t often know much about the people who took some of these historic photographs. But here is an obituary of LaMar M. Kelley appeared in the February 1948 issue of Central Headlight, an employee publication of the New York Central railroad. I also found this online (even though it gets the date wrong): “Lamar M. Kelly (d. 1947) of Elkhart IN worked as a helper at the sand house and coal pockets at Elkhart . He was crippled by polio and devoted most his time to rail photography. He traded negatives with Jerry Best who considered Kelley’s work to be of varied quality. Kelley died suddenly in a workplace accident in 1947. His negative collection was sold piecemeal.” I object to the author’s use of the word “crippled,” which implies limitations in someone’s life that are more than just physical disabilities. Personally, I think LaMar M. Kelley’s photography was quite good, and that he led a life of great accomplishment in his 50 short years.

"View of two passenger interurban cars on side track for local southbound loading at Edison Court, Waukegan, Ill. Note sign on post, "Save Your North Shore Line." Photo taken circa 1960 by Richard H. Young. Ultimately, these efforts failed, but the demise of the North Shore Line (and the Chicago Aurora & Elgin) helped spur the Federal Government into action to begin subsidizing transit across the country.

“View of two passenger interurban cars on side track for local southbound loading at Edison Court, Waukegan, Ill. Note sign on post, “Save Your North Shore Line.” Photo taken circa 1960 by Richard H. Young. Ultimately, these efforts failed, but the demise of the North Shore Line (and the Chicago Aurora & Elgin) helped spur the Federal Government into action to begin subsidizing transit across the country.

As new streetcar tracks are being laid in Milwaukee, it is important to know what we once had that was lost. Here, the North Shore Line terminal in downtown Milwaukee is being reduced to rubble in 1964, a year after passenger service ended. If only we could have found some way to keep what we had, we wouldn't now need to build so much. An important lesson in life-- it is better to create than it is to destroy.

As new streetcar tracks are being laid in Milwaukee, it is important to know what we once had that was lost. Here, the North Shore Line terminal in downtown Milwaukee is being reduced to rubble in 1964, a year after passenger service ended. If only we could have found some way to keep what we had, we wouldn’t now need to build so much. An important lesson in life– it is better to create than it is to destroy.

Recent Correspondence

Jack Bejna writes:

Here’s the latest. The Chicago Aurora & Elgin Railway ordered 5 cars to be built by the G C Kuhlman Car Company in 1909, numbered 311-315. The wood siding extended down to cover the previously exposed side sill channel, enhancing the look of these classic beauties.

The final wooden car order was placed with the Jewett Car Company in 1914 for six cars numbered 316-321. Car 318 was unique, with the sides being steel up to the belt line, the only wood car built this way. In the 1920s cars 319-321 were upgraded with more powerful motors and thereafter they were used together and/or with trailers.

I don’t know how you manage to put out an interesting, informative post every month, so thanks again for your website and all of the interesting stories within.

And we, in turn, really enjoy seeing these wonderful pictures that you have managed to make look better than ever, using all your skills and hard work.

Larry Sakar writes:

Hi Dave,

I just returned from my 6500 mile Amtrak trip to San Francisco, LA & Portland. I took the Hiawatha from Milwaukee to Chicago and connected to #5 the California Zephyr. Spent 2 days in SFO then took train 710 the San Joaquin to Bakersfield where they bus you to LA. The bus takes I-5 for most of the 100 mile trip to LA. As we got close to LA we were coming into Glendale and looking to my right I saw the abandoned PE r.o.w. where it crossed Fletcher Dr. There’s a picture that has been reproduced numerous times of a 3 car train of PCC’s crossing the bridge over Fletcher Dr. I thought the abandoned North Shore Line r.o.w. here in Milwaukee was high up but the PE r.o.w. is twice as high. The LA Downtown Hotel where I stayed was a block away from what used to be the Subway Terminal Bldg. at 4th & Hill.

When I was leaving the next day I rode the Red Cap’s motorized vehicle to the platform from the Metropolitan lounge. the lounge which is exclusively for 1st Class (sleeping car) passengers is on the second floor of LAUPT (Los Angeles Union Passenger Terminal). They travel down a ramp and in the process cross the light rail tracks. We had to stop at the crossing for the passage of a Gold Line train headed to Pasadena and Cucamonga. Bit by bit LA is rebuilding the PE at a cost of billions! So far lines to Long Beach, Pasadena and Santa Monica have been rebuilt. Light rail has become very big in LA.

Two days later on my way back to Portland Union Station my taxi was traveling eight alongside a Portland MAX light rail train. In SFO the F-Line streetcars to Fisherman’s Wharf were packed to the rafters. Articulated buses were operating in place of the JKLM & N light rail lines that run in the Market St. subway. The new cars that are replacing the present BREDA cars were being tested. Saw BART when the Zephyr stopped in Richmond, CA. I know they have new cars coming but they don’t appear to be there as yet. BART is experiencing a significant increase in crime on its lines. Same holds true for Portland. In fact the Portland city council voted to ban anyone convicted of a serious crime on any of its light rail lines, buses or the Portland streetcar for life.

Coming home from Portland on the Portland section of the Empire Builder we heard that the previous day’s train was hit at a crossing (don’t know where) by a water truck. The 24 year old driver smashed thru the crossing gates and slammed into the second Genesis engine destroying it, the baggage car and part of the Superliner crew car behind it. No one was injured, luckily. The cause of the accident was the truck driver texting on his cell phone and not paying attention to driving. He’ll have lots of time to text now as I’m sure he’ll be fired. He’ll lose his CDL (Commercial Drivers License) and I’m sure the trucking company’s insurance carrier will be suing him for the damages they have to pay to Amtrak.

The day I was heading up the California coast from LA to Portland our train was held for almost an hour at LA for late connecting San Diego to LA (Pacific Surfliner) train 763 which is a guaranteed connection to #14. The train hit and killed some guy who was walking on the tracks north of San Diego and south of San Juan Capistrano.

It was a great trip and I’d do it again in a heartbeat.

Thanks for sharing!

FYI, Larry Sakar comments:

Hi Dave,

Fantastic posts! Those poor CA&E cars died a slow death rotting away in Wheaton yards until everything was finally scrapped in 1961.

I enjoyed the aerial shots of Canal St. station on the Metropolitan “L” (CTA). It’s not a station that seems to have been photographed a lot but there is a giant wall-sized shot of it on display in the Clinton St. CTA blue line subway station which replaced it. In the days of the “Met” there was a passageway from the south end of Union Station to the “L”. It’s still there and I understand it leads to the present day parking garage south of the station.

In the caption for that shot of the 2 car train of 4000’s on the Lake St. “L”, I don’t think the Lake St. “L” goes to Forest Park. The Green Line as it’s known today ends in Oak Park unless it’s been extended.

Looking at that North Shore Line city car photo I’d guess that is somewhere in Waukegan – Merchant’s curve perhaps? The only place in Milwaukee that had that kind of a curve was where the NSL went between 5th & 6th Sts. None of the buildings in this photo seem to match the ones that were along that curve. The curve was reconstructed after the NSL quit and is now the way you get on to southbound I-94 at Greenfield Ave. The factory building seen in so many of the photos of NSL trains on that curve still stands. Some sort of auto repair facility has been built in front of it. I just rode over that curve last Saturday in the taxi that was taking me home from the Milwaukee Intermodal station downtown. Here’s a Bob Genack photo I have showing that curve. Larry Sakar

Thanks… actually, the Lake Street “L” ground-level operation did cross Harlem Avenue into Forest Park, and there was actually a station there a short distance west which was technically the end of the line.  But few people got on there, the great majority using Marion Street instead.  The Harlem station on the embankment has entrances at Marion and on the west side of Harlem, and thus serves both Oak Park and Forest Park.

An Early History of the Railroad Record Club

Kenneth Gear and I have some new theories about the early history of the Railroad Record Club. This is based on careful study of the new material featured in our recent post Railroad Record Club Treasure Hunt (July 30, 2017).

One of the homemade 78 rpm records Ken recently bought was marked as having William A. Steventon‘s first recordings. These were dated March 24, 1953.

In a 1958 newspaper interview, Steventon said his wife had given him a tape recorder for Christmas in 1953. He probably meant to say 1952, and it took him a few months to get used to operating it.

Steventon always said that the club started in 1953. However, this seemed odd since he did not issue his first 10″ 33 1/3 rpm records until some years later. The 36 numbered discs came out at the rate of four per year from 1958 through 1966.

There was an Introductory Record, which was probably issued in 1957, and a few “special” releases, the most notable of which (SP-4) documents an entire 1962 trip of the South South Shore Line in real time on three 12″ discs as a box set. That was Steventon’s masterpiece.

In 1967, RCA Custom Records closed up shop, and it was not until some years later that Steventon began reissuing some of his recordings on 12″, using a different pressing plant in Nashville. But what was the Railroad Record Club doing from 1953 through 56?

Apparently, during those years, Steventon was distributing 78 rpm records made using a portable disc cutter. These had been available for home use starting in about 1929, and were often used to record things off the radio.

A few enterprising individuals like the late Jerry Newman took such machines to jazz clubs. This is how he made several recordings of Charlie Christian jamming at Minton’s Playhouse in Harlem in 1941.

In similar fashion, a portable disc cutter was used to record Duke Ellington and his Orchestra in Fargo, North Dakota in 1940. You can read about that here.

While Steventon was using a tape recorder, made portable by being hooked up to an auto battery, tape was not yet an effective way to distribute recordings in 1953. Very few people had such machines.

But most people did have record players, and the standard format of the time was 78 rpm, which yielded at most five minutes per side on 10″ aluminum discs covered with acetate. “Long Playing” 33 1/3 rpm records were a new format, just beginning to gain popularity.

No doubt Steventon dated the RRC’s beginnings to 1953, since that is when he began making recordings, but it is alsolikely that is when he started distributing them. Using a homemade disc cutter meant the records were made in real time. As things gained in popularity, this would have taken up more and more of his time.

To distill much longer recordings to fit the five minute limit, Steventon spliced together all sorts of bits and pieces, and recorded brief introductions later, to tell listeners what they were about to hear.

Some of the homemade discs that Ken purchased have numbers on them. Others have stamped titles, which would indicate to me that Steventon was making them in quantity, and had rubber stamps made for the most popular titles.

These early records were distributed using a number sequence that is totally different than the later one adopted for the 10″ records issued in 1958 or later. Here is a partial list of these early releases:

01. Potomac Edison (aka Hagerstown & Frederick)
02. Shenandoah Central
03. Capital Transit
04. Johnstown Traction
05. Altoona & Logan Valley
06. Baltimore & Ohio
07. Shaker Heights Rapid Transit
08. Claude Mahoney Radio Program about NRHS fantrip (1953)
09. Pennsylvania Railroad
10. Nickel Plate Road
11. St. Louis Public Service
15. Baltimore Transit
16. Norfolk & Western
17. Western Maryland Railway
22. East Broad Top
24. Chicago & Illinois Midland

In this period (1953-55), Steventon was living in Washington, D.C., so many of his recordings were made in that area. He was originally from Mount Carmel, Illinois, which is near the Indiana border. That explains his Hoosier accent as heard on his introductions.

Over time, Steventon branched out, making recordings in other cities when he was on vacation. Regarding his traction recordings, he generally preferred to tape the older equipment, since these made all the right noises. It was more difficult to make successful recordings of PCC cars, since they were much quieter by design, but he did do some.

The success of these records surely inspired Steventon to have records made in quantity by a pressing plant, the RCA Custom Records Division. By 1957, the 33 1/3 rpm format had become the norm, and this permitted about 15 minutes per side on a 10″ record. The resulting disc could hold as much sound as three of the 78s, and weighed a lot less, saving on postage.

Eventually, Steventon began including detailed liner notes with his records, and largely abandoned the spoken introductions.

The 1958 newspaper article mentioned above said that Steventon had sold 1000 records in the previous year. Without his previous experience with homemade records, it is unlikely that Steventon would have records pressed commercially.

We have now cleaned up and digitized many of these early recordings, which are now available under the title Railroad Record Club Rarities. The Traction recordings fill two discs, and the Steam and Diesel tracks are on a single disc. More details are below.

Sometimes, in the absence of written records, or spoken introductions, it is only possible to identify certain recordings through a bit of detective work. As an example, on one recording, the only clues we have are Steventon’s brief mention of riding cars 80 and 83.

This narrows down considerably the list of possible locations. The most likely is the Philadelphia Suburban Transporation Company, also known as the Red Arrow Lines. Cars 80 and 83, which fortunately have survived, were 1932 Brill-built “Master Units.”

We know that Steventon made recordings of similar cars. On one of the Altoona discs, he even refers to an Osgood Bradley Electromobile at one point as a “Master Unit.”

Car 80 still runs to this day at the Electric City Trolley Museum in Scranton, PA., so there are YouTube recordings that I compared with this one. They sound very much the same.

Finally, the Steventon recording shows cars 80 and 83 running at speed, frequently blowing the horn, very much in interurban mode. The longest Red Arrow route, and the most interurban in character, was the West Chester line, which was largely side-of-the-road operation along West Chester Pike.

The final trolley trips on West Chester took place on June 6, 1954. We have written about this before– see Red Arrow in West Chester, September 13, 2016. Buses replaced trolleys so that West chester Pike could be widened.

The National Railway Historical Society held a fantrip after the last revenue runs were made. We know that Steventon participated in NRHS events, since one of the 78 rpm records he distributed features a radio program that discusses a 1953 NRHS excursion.

So, the most logical conclusion is that this rare recording was made by Steventon in 1953 or 1954, and documents the Red Arrow line to West Chester. This recording is included on Railroad Record Club Rarities – Traction.

While we are happy to report that we have finally achieved our long-sought goal of digitizing the Railroad Record Club’s later output, it seems very likely there are still more of these early recordings waiting to be discovered.

-David Sadowski

Now Available on Compact Disc

RRC-RT
Railroad Record Club Rarities – Traction!
# of Discs – 2
Price: $19.95

Railroad Record Club Rarities – Traction!
These are rare recordings, which date to 1953-55 and predate the 10″ LPs later issued by the Railroad Record Club. Many are previously unissued, and some are available here in a different (and longer) format than later releases, often including William A. Steventon’s spoken introductions. We have used the best available sources, and while some recordings sound excellent, others have some imperfections. But all are rare, rare, rare!

Includes Altoona & Logan Valley, Baltimore Transit, Capital Transit (Washington D.C.), Johnstown Traction, Pennsylvania GG-1s, Potomac Edison (Hagerstown & Frederick), Red Arrow, St. Louis Public Service, Shaker Heights Rapid Transit, and South Shore Line Electric Freight.

Total time – 149:52


RRC-RSD
Railroad Record Club Rarities – Steam and Diesel!
# of Discs – 1
Price: $14.95

Railroad Record Club Rarities – Steam and Diesel
These are rare recordings, made by William A. Steventon between 1953 and 1955, and include his earliest recordings. These predate the regular output of the Railroad Record Club. Many are previously unissued, and some are available here in a different (and longer) format than later releases, often including William A. Steventon’s spoken introductions. In general, audio quality is good, but some recordings have imperfections. However, the best available sources have been used, and you won’t find them anywhere else. Much of this material has not been heard in over 60 years.

Includes: Baltimore & Ohio, Chicago & Illinois Midland, East Broad Top, Illinois Central, Nickel Plate road, Pennsylvania Railroad, Shenadoah Central, and even a 1953 radio broadcast by Claude Mahoney that discusses an NRHS fantrip.

Total time – 69:36


RRC #22 and 31
Buffalo Creek & Gauley
Sound Scrapbook – Steam!
# of Discs – 1
Price: $14.95

Railroad Record Club #22 and 31:

The Buffalo Creek and Gauley Railroad (BC&G) was a railroad chartered on April 1, 1904 and ran along Buffalo Creek in Clay County, West Virginia. The original Buffalo Creek and Gauley ended service in 1965.

The BC&G was one of the last all-steam railroads, never operating a diesel locomotive to the day it shut down in 1965. Its primary purpose was to bring coal out of the mountains above Widen to an interchange with the Baltimore and Ohio Railroad at Dundon. These recordings were made in 1960.

Sound Scrapbook – Steam! covers several different steam railroads, including Canadian National, National Railways of Mexico, McCloud River Railway, Union Pacific, Southern Pacific, Westside Lumber Company, Duluth Missabe & Iron Range, and Pickering Lumber Corp.

Total time – 62:43


RRC #32, Sampler for Years 3 & 4, and Steam Whistles and Bells
# of Discs – 1
Price: $14.95

RRC #32, Sampler for Years 3 & 4, and Steam Whistles and Bells
This disc features the New York Central, recorded in 1954-55. It’s mainly steam, but with some diesel. In addition, the Railroad Record Club Sampler for years 3 and 4 includes selections from discs 9 through 16. Finally, we have included a very rare circa 1955 recording, Steam Whistles and Bells, which covers several properties across the country.

Total time – 72:07


Pre-Order Our New Book Chicago Trolleys

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

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

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

Overview

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

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

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

Product Details

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

Meet the Author

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

Images of Rail

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

The book costs just $21.99 plus shipping. Shipping within the US is included in the price. Shipping to Canada is just $5 additional, or $10 elsewhere.

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

We appreciate your business!

For Shipping to US Addresses:

For Shipping to Canada:

For Shipping Elsewhere:

NEW – Chicago Trolleys Postcard Collection

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

The Postcards of America Series

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

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

Pre-Order your Chicago Trolleys Postcard Pack today!

For Shipping to US Addresses:

For Shipping to Canada:

For Shipping Elsewhere:

street-railwayreview1895-002

Help Support The Trolley Dodger

gh1

This is our 191st 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 311,000 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.

As we have said before, “If you buy here, we will be here.”

We thank you for your support.

DONATIONS

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.

Red Arrow in West Chester

Double-ended Red Arrow 13 at the end of the line in West Chester (Gay and High Streets) circa 1954.

Double-ended Red Arrow 13 at the end of the line in West Chester (Gay and High Streets) circa 1954.

The same location today.

The same location today.

The Red Arrow Lines in Philadelphia’s western suburbs are a real example of perseverance. Privately owned and operated until 1970, and now by SEPTA (Southeastern Pennsylvania Transportation Authority), Red Arrow (or, as it was known for some time, the Philadelphia Suburban Transportation Company) can trace its origins back to 1848.

Only two lines (Media and Sharon Hill) remain of its vaunted interurban network. The smaller Ardmore trolley was replaced by bus at the end of 1966, with its private right-of-way portion converted into a dedicated busway.

Today, we celebrate the Red Arrow with some classic pictures, mainly featuring its longest line, between 69th Street Terminal in Upper Darby and West Chester. This is a distance of some 19 miles end to end along West Chester Pike.

The West Chester line was to some degree a victim of its own success. It helped stimulate growth in the region to such an extent that West Chester Pike was widened in 1954, displacing the trolley. It was replaced by buses.

The Red Arrow story is made all the more remarkable when you consider that much of this line was single-track, and still does not provide a one-seat ride into downtown Philadelphia. Riders must change trains at 69th Street Terminal and ride the Market-Frankford subway into town.

Lack of a one-seat ride into Chicago’s Loop is widely credited with killing off the Chicago, Aurora & Elgin interurban, which ended passenger service in 1957. But Red Arrow has never had a one-seat ride and its service continues to this day.

Much credit for its survival must go to Merritt H. Taylor, Jr. (1922-2010), who guided it into the modern era, and finally had little choice but to sell out to SEPTA. Red Arrow was one of the very last holdouts against public ownership and set a very high standard for the industry.

From what I have heard, Merritt Taylor was something of a “closet railfan,” who learned to operate the cars as a youth and sometimes took them out for late-night “joy rides” to West Chester.

In 1954, Philadelphia Suburban Transportation purchased the Philadelphia and Western, which operated the Norristown High-Speed Line. This 13 1/2 mile long, grade-separated third-rail route also continues today under SEPTA.

Until 1956, the Norristown line included a branch to Strafford, which gave name to the famous Strafford cars that ran alongside the more well-known Bullets. Today, SEPTA is working on plans to extend the High-speed Line to King of Prussia.

For the longest time, Red Arrow favored J. G. Brill railcars, which were built in nearby Philadelphia, including Master Units and Brilliners in the 1930s and 40s. But with that firm’s exit from the market in the early 1940s, there was one order of double-ended cars circa 1949, made by St. Louis Car Company.

Although those cars had styling very much like PCC streetcars, they had conventional interurban running gear and are thus not technically considered “true” PCCs. Service on the Media and Sharon Hill lines is handled by 29 modern Kawasaki cars, built in 1981.

We hope that you will enjoy this trip down memory lane in the Keystone State. Meanwhile, back here in Chicago, one can only wonder what fate might have awaited the Chicago, Aurora & Elgin if it had been run by Merritt Taylor, Jr. in the 1950s. For all we know, it might still be with us in some form.

As for West Chester, SEPTA ran commuter rail service there until 1986, when it was cut back due to deteriorating track conditions. There are hopes for restoring service by the year 2040. Meanwhile, the bus service that replaced the West Chester trolley remains popular and convenient.

You can read my 2013 report on the Media trolley centennial fantrip here. (Videos are here.)

-David Sadowski

PS- You can read an interesting report on the Ardmore line and its busway successor here.

Red Arrow 78 and 80 in 1959. These were Brill-built “Master Units.” Garrett Patterson adds, “It might be pointed out with the second image, that both 78 & 80 operate to this day, #78 at PTM in Washington, PA, and #80 at Steamtown.”

Red Arrow 17. Michael T. Greene writes, “The first picture of Red Arrow 17 was taken in Media, probably at the end of the line, sometime starting in 1956, based on the 1956 Plymouth parked (or passing) by the trolley.” Kenneth Achtert: “The shot of #17 is at the end of the line in Media (Orange St.) as evidenced by the two poles raised as the operator is in the process of changing ends.”

350 W. State Street in Media, the end of the Media light rail line.

350 W. State Street in Media, the end of the Media light rail line.

Near 69th Street Terminal. This is where the Ardore and West Chester lines (left) converged with Media and Sharon Hill (right). Over the years, the tracks to the left have been cut back to just a few short blocks where cars can be stored.

Near 69th Street Terminal. This is where the Ardore and West Chester lines (left) converged with Media and Sharon Hill (right). Over the years, the tracks to the left have been cut back to just a few short blocks where cars can be stored.

Brilliner 6 in Ardmore service near 69th Street Terminal circa 1954.

Brilliner 6 in Ardmore service near 69th Street Terminal circa 1954.

Near 69th Street Terminal.

Near 69th Street Terminal.

A Brilliner near 69th Street Terminal.

A Brilliner near 69th Street Terminal.

A West Chester car at 63rd and Market in 1905. (Robert Foley, Jr. Collection)

A West Chester car at 63rd and Market in 1905. (Robert Foley, Jr. Collection)

Car 12 at a passing siding along West Chester Pike circa 1954.

Car 12 at a passing siding along West Chester Pike circa 1954.

Near 69th Street Terminal circa 1954.

Near 69th Street Terminal circa 1954.

Car 12 at a passing siding along West Chester Pike circa 1954.

Car 12 at a passing siding along West Chester Pike circa 1954.

Brilliner 3 at the end of the line in West Chester, circa 1954. This car is an Express. There were many photos taken here over the years, by the W. T. Grant dime store. The line was single track going into town.

Brilliner 3 at the end of the line in West Chester, circa 1954. This car is an Express. There were many photos taken here over the years, by the W. T. Grant dime store. The line was single track going into town.

An outbound car in “side of the road” operation along West Chester Pike, circa 1954. Matt Nawn: “The scene of #22 outbound along West Chester Pike appears to be near Broomall. The homes along this part of West Chester Pike look much the same today. Zooming in on the photo, a former Acme store near the intersection of West Chester Pike and PA Route 320 can be seen in the background. “

The same location today. That certainly appears to be the same house at right. We are looking west on West Chester Pike in Broomall, just east of PA Route 320.

The same location today. That certainly appears to be the same house at right. We are looking west on West Chester Pike in Broomall, just east of PA Route 320.

screen-shot-09-15-16-at-04-07-am-png

Near 69th Street Terminal.

Near 69th Street Terminal.

A Sharon Hill train at 69th Street Terminal, circa 1954. Garrett Patterson: “Sharon Hill Train of Center Doors was most likely a School Tripper servicing Archbishop Pendergast (girls) and Msgr. Bonner (boys) at Lansdowne Ave.” On the other hand, Matt Nawn says, “The two-car train of center door cars is probably a few years too early to be a school tripper to Monsignor Bonner and Archbishop Prendergast High Schools (combined into one school in recent years). These schools did not open until the late 1950s.”

Double-end car 14, a product of St. Louis Car Company, signed for Sharon Hill in the 69th Street Terminal circa 1954. Garrett Patterson: “Where #14 is shown loading at 69th St., the track was paved to street rail condition days before the cessation of West Chester car service for the startup of the W Bus which took its place.”

Caption: 2 car “MU” Train, which operated along with an extra single car behind it on the last rail trip (by MPRA Club) to West Chester, PA., Sunday, June 6, 1954.