A Tribute to Jeffrey L. Wien

In 2016, Jeff Wien hired Rick Foss to add realistic color to what had been a black-and-white image, a rare shot of a PCC streetcar passing the entrance of Riverview Amusement Park on Western just north of Belmont in 1956. The results were spectacular. (Wien-Criss Archive)

In 2016, Jeff Wien hired Rick Foss to add realistic color to what had been a black-and-white image, a rare shot of a PCC streetcar passing the entrance of Riverview Amusement Park on Western just north of Belmont in 1956. The results were spectacular. (Wien-Criss Archive)

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A Tribute to Jeffrey L. Wien

Like many, I was recently shocked and saddened to hear that longtime Chicago railfan Jeffrey L. Wien had died at the age of 79. I had known Jeff for more than 40 years. While I mourn his passing, this post celebrates his lifelong interest in electric railways, which was so important to him.

Some time ago, he had asked me to compose his obituary, and this is what I came up with:

Jeffrey Lawrence Wien of Chicago died from a heart attack at Rush University Medical Center on January 6, 2021 at the age of 79. He had been hospitalized for about ten days suffering from pneumonia. Jeff was born in Chicago on April 3, 1941, the son of Jerome Lester Wien and Helen Louise Kraus. He grew up on the south side of Chicago near 47th Street until 1950, when the family moved to Evanston. He was a graduate of Evanston Township High School (class of 1959) and Northwestern University (class of 1963). He served his country as a Lieutenant in Naval Intelligence from 1963 to 1967. By profession, he was an accountant, and worked for Blue Cross-Blue Shield and at Provident Hospital. He was smart, funny (with an acerbic wit), opinionated, and loyal to his friends. Although he was talented in many areas, he was very modest and never boastful. He did not suffer fools gladly, but if you knew him, he was your friend for life. He loved to travel and was an avid and accomplished photographer and filmmaker, whose work appeared in many publications. His interest in historic preservation, architecture, and nostalgia drew him to street railways, interurbans and railroads. He was a passenger on the last Chicago streetcar in 1958 and was one of the last living employees of the Chicago, North Shore and Milwaukee interurban. He was the author of Chicago Streetcar Memories, a DVD produced by Chicago Transport Memories LLC in 2009. Jeff was a co-author of the very comprehensive book Chicago Streetcar Pictorial: The PCC Car Era, 1936-1958, issued as Bulletin 146 of the Central Electric Railfans’ Association in 2015. Jeff was a voting member of the Illinois Railway Museum and a generous contributor to its activities. He was also a director and officer of Central Electric Railfans’ Association for 37 years. CERA is a not-for-profit technical and educational association founded in 1938. Along with Bradley Criss, he established the Wien-Criss Archive, an important photographic collection and resource that will continue to aid historical research in the future. Jeff will be very much missed and long remembered by everyone who knew him. He believed that life is the single most important thing, so you must protect it. He was predeceased by his spouse Bradley Scott Criss, and is survived by his sister Helen Jo Wien (Lotsoff), a niece and nephew. Interment is at the Abraham Lincoln National Cemetery in Elwood, Illinois. Donations can be made in Jeff’s memory to the Illinois Railway Museum CTA 4391 Restricted Fund.

Jeff became interested in streetcars at an early age. Ray DeGroote recalls answering a letter requesting more information from Jeff in 1955 while volunteering at CERA (Central Electric Railfans’ Association). They became lifelong friends, and brought Jeff in touch with what Ray has called the “intelligence network” of railfans, in those pre-Internet days. Jeff participated in his first fantrip in December 1956, one of several that were held in the declining years of Chicago streetcars, as the last lines were replaced by buses one by one.

His family lived at 48th and Woodlawn on Chicago’s south side until 1950, when they moved to the north end of Evanston. The closest “L” station was Isabella, a lightly patronized ground-level station that closed in 1973. It was made somewhat famous by being featured in the opening credits of the original Bob Newhart Show in the early 1970s.

Jeff’s initial interest was in taking 8mm color motion pictures. One roll would yield about three minutes of silent movie film. He taught himself photography by trial and error. Sometimes, people watching him would ask, incredulously, why he would want to take pictures of a streetcar?

Once Jeff discovered that the Western Avenue line would soon be replaced by buses, he did everything possible to document it, and the other remaining Chicago streetcar lines. Late in life, he could still recall how disappointed he was to discover that Western Avenue streetcars had been replaced by buses in June 1956.

This was followed by the loss of the final two north side lines in 1957 (Broadway and Clark), and finally Wentworth on the south side in 1958. In each case, Jeff rode the last car. By then, he had met other friends his own age who shared the same interest. Together, they decorated the last Chicago streetcar with crepe paper and a sign bidding farewell to Windy City trolleys. (This was no doubt inspired by “last cars” from other cities, some of which commemorated those events by decorating the cars, which the Chicago Transit Authority did not do.)

Until Jeff was 14, interurban trains of the Chicago, North Shore and Milwaukee (aka the North Shore Line) passed near to his house in Evanston on the Shore Line Route. The North Shore Line became another of Jeff’s great interests, and he rode the last southbound car on a very cold January 21, 1963 along with his sister, although not to the end of the line at Roosevelt Road. (As the hour was so late, Jeff and Helen Jo got off at Howard Street to take the Evanston shuttle back to Isabella.)

During the summer of 1961, Jeff had a summer job as a ticket-taker for the North Shore Line at the Adams and Wabash station downtown, making him one of the interurban’s last living employees. Several years ago, he purchased a rare North Shore Line ticket cabinet from the Dempster Street station on that line. It was one of his prized possessions, and I persuaded him to write an article about it, which you can read here.)

Jeff started shooting color 35mm slides in 1959. His favorite film was Kodachrome, which then had a film speed of 10, meaning it was largely restricted to sunny days. Jeff would say, “I worship the sun,” and his favorite type of photo was the “three quarter” view, taken on a sunny day. He became a master at this type of photo. He favored all-mechanical Pentax cameras, as he did not trust batteries. He learned how to expose film by using the tried and true “Sunny f/16” rule.

Many other “last rides” in different cities followed. From 1963 to 1967, Jeff served in the Navy, and was stationed in Washington, DC. He was in Baltimore when their last streetcars ran in 1963, and Los Angeles when they ended both streetcar and trolley bus service the same year. Pittsburgh and Philadelphia were also among Jeff’s favorite cities, as they both had extensive streetcar systems that were gradually reduced in size and scope over the years.

It was, for many years, a hobby with many “lasts,” but after reaching a low point in the mid-1970s, things began to turn around, with the start of the new San Diego Trolley in 1981. Soon this was joined by a host of other new “firsts,” light rail and streetcar lines across the country, and Jeff traveled to many of these places, to ride, photograph, and film them.

Jeff was an avid collector of other people’s photos in addition to his own. Ray DeGroote gave him the William C. Hoffman collection, after the latter’s death in 1988. Hoffman had extensively documented Chicago’s streetcar, interurban, and “L” lines in photographs and in movies during the 1950s, which are now invaluable historical artifacts. These, he freely shared with others.

Jeff was very active in the Central Electric Railfans’ Association, a not-for-profit technical and educational group, and served as a director for 37 years. This culminated in the 2015 publication of CERA Bulletin 146, Chicago Streetcar Pictorial: The PCC Car Era, 1936-1958, which I co-authored. For Jeff, this was the fulfillment of a lifelong dream, and the book was well received.

In the book, I wrote a tribute to Jeff, since I really thought of it as being his life’s work. I compared him to the late Richard Nickel, one of the pioneers of architectural preservation here in Chicago. Jeff was a pioneer as a transit preservationist. His influence was profound and extensive in his field. It’s fine that people will pay tribute to him now that he is gone, but I felt it was just as important to do this while he was still alive and able to read it himself.

Fantrips were one of Jeff’s major interests, and the last one he was involved with was on February 19, 2017, when CERA sponsored a trip on the CTA “L” system with four cars wrapped temporarily to celebrate the Cubs winning the 2016 World Series. This was made possible in large part by Jeff’s $2000 contribution.

He was also quite active at the Illinois Railway Museum, as one of only 100 voting members, and through his preservation activities. He helped bring Chicago Surface Lines motor coach 3407 to the museum, and in 2019, made a substantial contribution to bring Chicago Aurora & Elgin car 453 to IRM.

Along with his late partner Bradley Criss, Jeff produced two feature-length videos, Chicago Streetcar Memories, and A Tribute to the North Shore Line.

Jeff’s final activities were to add slides and negatives to his collection that either interested him, or filled gaps in his collection. Some of these were pictures that he was unable to take himself, and gave him immense pleasure. This included his purchase of a large portion of the late Bob Selle’s black-and-white negatives in 2018 and numerous rare Kodachrome slides taken by others, including the late Charles L. Tauscher.

Jeff’s was a life well lived, and a blessing to those who knew him. What follows are some highlights from Jeff’s life in our hobby. He will be sorely missed.

-David Sadowski

Here is Jeff at 15, taking part in a fantrip on a red Chicago streetcar on February 10, 1957.

Here is Jeff at 15, taking part in a fantrip on a red Chicago streetcar on February 10, 1957.

On February 16, 1957, CTA 7201 was the last streetcar to run on Route 36. Here it is seen at Clark and Devon. (Charles H. Thorpe Photo, Wien-Criss Archive)

On February 16, 1957, CTA 7201 was the last streetcar to run on Route 36. Here it is seen at Clark and Devon. (Charles H. Thorpe Photo, Wien-Criss Archive)

On February 16, 1957, CTA 7201 was the last streetcar to run on Route 36. Here it is seen at State and Madison. (Charles H. Thorpe Photo, Wien-Criss Archive)

On February 16, 1957, CTA 7201 was the last streetcar to run on Route 36. Here it is seen at State and Madison. (Charles H. Thorpe Photo, Wien-Criss Archive)

CTA PCC 7201 is heading northbound at Clark and Wells on February 16, 1957, in this photo by Charles H. Thorpe, from the Wien-Criss Archive. It was the last streetcar to operate on the State-Broadway portion of Route 36.

CTA PCC 7201 is heading northbound at Clark and Wells on February 16, 1957, in this photo by Charles H. Thorpe, from the Wien-Criss Archive. It was the last streetcar to operate on the State-Broadway portion of Route 36.

I believe this iconic picture of CTA 7213, leaving Clark and Kinzie on the last Chicago streetcar run in the early morning hours of June 21, 1958, is a CTA photo.

I believe this iconic picture of CTA 7213, leaving Clark and Kinzie on the last Chicago streetcar run in the early morning hours of June 21, 1958, is a CTA photo.

Jeff was amazed a few years ago, when he found out that the late Charles Keevil had shot 16mm film of the last Chicago streetcar in 1958. This was transferred to digital and released by the CTA:

Jeff and his young friends decorated car 7213, no doubt inspired by what other cities had previously done for their last runs:

LVT 912, dressed in bunting at Fairview car barn for the last run of an Allentown streetcar, on June 7 1953.

LVT 912, dressed in bunting at Fairview car barn for the last run of an Allentown streetcar, on June 7 1953.

A mother and her two kids have just gotten off a northbound Evanston train of 4000s at Isabella in January 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 January 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.

CTA 9361 is westbound on Irving Park Road, passing under the north-south "L". The tracks it is about to cross belonged to the Milwaukee Road, and were used to interchange freight with the "L" until 1973. (Jeff Wien Photo, Wien-Criss Archive)

CTA 9361 is westbound on Irving Park Road, passing under the north-south “L”. The tracks it is about to cross belonged to the Milwaukee Road, and were used to interchange freight with the “L” until 1973. (Jeff Wien Photo, Wien-Criss Archive)

CTA 9378 is heading south on Broadway, about to turn west on Montrose (Route 78). (Jeff Wien Photo, Wien-Criss Archive)

CTA 9378 is heading south on Broadway, about to turn west on Montrose (Route 78). (Jeff Wien Photo, Wien-Criss Archive)

CTA 9375 at the east end of the Montrose trolley bus line, near the Wilson Avenue "L" station... about to turn south on Broadway. (Jeff Wien Photo, Wien-Criss Archive)

CTA 9375 at the east end of the Montrose trolley bus line, near the Wilson Avenue “L” station… about to turn south on Broadway. (Jeff Wien Photo, Wien-Criss Archive)

I believe we may have run a similar picture before. This shows the North Shore Line station adjacent to the CTA "L" station at Adams and Wabash. (William Shapotkin Collection)

I believe we may have run a similar picture before. This shows the North Shore Line station adjacent to the CTA “L” station at Adams and Wabash. (William Shapotkin Collection)

Jeff and his sister Helen rode the last southbound North Shore Line train as far as Howard Street. His friend Charles Tauscher continued with it to the end of the line, and snapped this historic picture:

A truly historic photo that probably hasn't seen the light in 57 years. The late Charles L. Tauscher rode the last North Shore Line train ever, which ended its run at Roosevelt Road in the early morning hours of a very cold January 21, 1963. Motorman Bill Livings has just taken off the headlight and poses for a few pictures. This must be a long exposure (this was Ektachrome, and the film speed was 32) and you can see some motion blur on other parts of the platform. Truly the end of an era. (Wien-Criss Archive)

A truly historic photo that probably hasn’t seen the light in 57 years. The late Charles L. Tauscher rode the last North Shore Line train ever, which ended its run at Roosevelt Road in the early morning hours of a very cold January 21, 1963. Motorman Bill Livings has just taken off the headlight and poses for a few pictures. This must be a long exposure (this was Ektachrome, and the film speed was 32) and you can see some motion blur on other parts of the platform. Truly the end of an era. (Wien-Criss Archive)

The North Shore Line's Milwaukee Terminal on a wintry night in January 1963. This is a remarkable photo for the time, as it surely involved a long exposure time of at least a few seconds, with the camera held perfectly still on a tripod. Film speeds for color slide film were very slow and those films were designed for use in bright sunlight. (Wien-Criss Archive)

The North Shore Line’s Milwaukee Terminal on a wintry night in January 1963. This is a remarkable photo for the time, as it surely involved a long exposure time of at least a few seconds, with the camera held perfectly still on a tripod. Film speeds for color slide film were very slow and those films were designed for use in bright sunlight. (Wien-Criss Archive)

A northbound North Shore Line train stops at Dempster in January 1963, the final month. Just over a year later, after the abandonment, the CTA resumed service between here and Howard as the Skokie Swift. Note the sign at left for a yarn store in the terminal building. (Wien-Criss Archive)

A northbound North Shore Line train stops at Dempster in January 1963, the final month. Just over a year later, after the abandonment, the CTA resumed service between here and Howard as the Skokie Swift. Note the sign at left for a yarn store in the terminal building. (Wien-Criss Archive)

This, and the next three images are from "superslides," meaning film larger than 35mm, but still able to fit in a regular 2x2 slide mount. This was possible with both 127 and 828 film, but it's the latter here, in this shot by W. H. Higginbotham showing an Electroliner at Grange Avenue in Milwaukee County. (Wien-Criss Archive)

This, and the next three images are from “superslides,” meaning film larger than 35mm, but still able to fit in a regular 2×2 slide mount. This was possible with both 127 and 828 film, but it’s the latter here, in this shot by W. H. Higginbotham showing an Electroliner at Grange Avenue in Milwaukee County. (Wien-Criss Archive)

NSL 741 creeps south along the old 6th Street viaduct in Milwaukee, next to a 1958 Chevy. (Wien-Criss Archive)

NSL 741 creeps south along the old 6th Street viaduct in Milwaukee, next to a 1958 Chevy. (Wien-Criss Archive)

An Electroliner at 6th and Oklahoma in Milwaukee in 1962. (W. N. Higginbotham Photo, Wien-Criss Archive)

An Electroliner at 6th and Oklahoma in Milwaukee in 1962. (W. N. Higginbotham Photo, Wien-Criss Archive)

An Electroliner at Edison Court in Waukegan on May 26, 1959. (Wien-Criss Archive)

An Electroliner at Edison Court in Waukegan on May 26, 1959. (Wien-Criss Archive)

This picture of the CTA Stockyards line was taken in September 1957, shortly before the line was abandoned. There is little in this picture that still exists today, except for the shuttered Stock Yards National Bank Building, at 4146 S. Halsted Street. (Wien-Criss Archive)

This picture of the CTA Stockyards line was taken in September 1957, shortly before the line was abandoned. There is little in this picture that still exists today, except for the shuttered Stock Yards National Bank Building, at 4146 S. Halsted Street. (Wien-Criss Archive)

A gate car (345) and a Met car are in the process of being scrapped at Skokie Shops in September 1957. (Wien-Criss Archive)

A gate car (345) and a Met car are in the process of being scrapped at Skokie Shops in September 1957. (Wien-Criss Archive)

Riverview Park at Western and Roscoe on June 10, 1956. (Wien-Criss Archive)

Riverview Park at Western and Roscoe on June 10, 1956. (Wien-Criss Archive)

PCC meets PCC in this famous Bill Hoffman photo, showing CTA PCC streetcar 4373 on Western Avenue, while a Garfield Park "L" train crosses on Van Buren temporary trackage. The date is June 16, 1954. (Wien-Criss Archive)

PCC meets PCC in this famous Bill Hoffman photo, showing CTA PCC streetcar 4373 on Western Avenue, while a Garfield Park “L” train crosses on Van Buren temporary trackage. The date is June 16, 1954. (Wien-Criss Archive)

The "Streetcar Waiting Room" at Archer and Western on November 15, 1954. (Wien-Criss Archive)

The “Streetcar Waiting Room” at Archer and Western on November 15, 1954. (Wien-Criss Archive)

CTA 153 is northbound at Halsted and Congress on October 5, 1953. (Wien-Criss Archive)

CTA 153 is northbound at Halsted and Congress on October 5, 1953. (Wien-Criss Archive)

CTA 4227 is on the turnback loop at Clark and Howard, the north end of Route 22. This is now the outdoor seating area for a restaurant. Buses terminate at the nearby Howard "L" station. (Wien-Criss Archive)

CTA 4227 is on the turnback loop at Clark and Howard, the north end of Route 22. This is now the outdoor seating area for a restaurant. Buses terminate at the nearby Howard “L” station. (Wien-Criss Archive)

Bill Hoffman and his sister Dorothy at their home at 6622 S. Maplewood Avenue in Chicago on December 26, 1981. Two nicer people, you will never meet. Both are sadly long gone. (Wien-Criss Archive)

Bill Hoffman and his sister Dorothy at their home at 6622 S. Maplewood Avenue in Chicago on December 26, 1981. Two nicer people, you will never meet. Both are sadly long gone. (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 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)

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)

This and the following picture show DC Transit pre-PCC 1053 in June 1961. n This historic car survived for many years before being destroyed in a museum fire. (Charles L. Tauscher Photo)

This and the following picture show DC Transit pre-PCC 1053 in June 1961. n This historic car survived for many years before being destroyed in a museum fire. (Charles L. Tauscher Photo)

On June 26, 1960 a pair of CTA single-car units went out on a portion of the Lake Street "L", but apparently did not go on the ground-level portion of the route. Here, we see the train heading westbound at Clinton and Lake. (Charles L. Tauscher Photo)

On June 26, 1960 a pair of CTA single-car units went out on a portion of the Lake Street “L”, but apparently did not go on the ground-level portion of the route. Here, we see the train heading westbound at Clinton and Lake. (Charles L. Tauscher Photo)

This photo of CTA 4391 in Chinatown appears on CERA’s 2014 membership card. The only surviving Chicago postwar PCC car is now at the Illinois Railway Museum. (Photo by Charles L. Tauscher, Wien-Criss Archive)

This photo of CTA 4391 in Chinatown appears on CERA’s 2014 membership card. The only surviving Chicago postwar PCC car is now at the Illinois Railway Museum. (Photo by Charles L. Tauscher, Wien-Criss Archive)

Jeff purchased this slide in 2018. It was processed in September 1965, and shows Pittsburgh streetcars near the Edgar Thomson Steel Works in Braddock, east of Pittsburgh, along the Monongahela River. The location was a mystery until it was identified by some of our readers.

Jeff purchased this slide in 2018. It was processed in September 1965, and shows Pittsburgh streetcars near the Edgar Thomson Steel Works in Braddock, east of Pittsburgh, along the Monongahela River. The location was a mystery until it was identified by some of our readers.

Jeff bought his first Pentax MX camera at Helix in 1979, and continued using this model for the rest of his career.

Jeff bought his first Pentax MX camera at Helix in 1979, and continued using this model for the rest of his career.

Bradley Criss on March 3, 2012 at the end of the St. Charles Car Line at Carrollton and Claiborne Avenues in New Orleans. (Jeff Wien Photo, Wien-Criss Archive)

Bradley Criss on March 3, 2012 at the end of the St. Charles Car Line at Carrollton and Claiborne Avenues in New Orleans. (Jeff Wien Photo, Wien-Criss Archive)

Jeff Wien was, in large part, responsible for a fantrip on February 19, 2017, where four CTA rapid transit cars were posed at various places on the system for photo stops, wrapped to celebrate the first Cubs World Series championship since 1908. I purchased this original slide on the very day he died, with the intention of giving it to him on his upcoming 80th birthday. It is also an excellent example of the type of shot he excelled at himself-- a 3/4 view in sunlight. (Bruce C. Nelson Photo)

Jeff Wien was, in large part, responsible for a fantrip on February 19, 2017, where four CTA rapid transit cars were posed at various places on the system for photo stops, wrapped to celebrate the first Cubs World Series championship since 1908. I purchased this original slide on the very day he died, with the intention of giving it to him on his upcoming 80th birthday. It is also an excellent example of the type of shot he excelled at himself– a 3/4 view in sunlight. (Bruce C. Nelson Photo)

On September 5, 2020, Jeff made his last trip to the Illinois Railway Museum to participate in their annual meeting. Here he is with his beloved CTA 4391, the only surviving postwar Chicago streetcar. (Jose Martinez Photo)

On September 5, 2020, Jeff made his last trip to the Illinois Railway Museum to participate in their annual meeting. Here he is with his beloved CTA 4391, the only surviving postwar Chicago streetcar. (Jose Martinez Photo)

Recent Finds

Here are some of our own recent photo finds:

We are looking west along South Boulevard in Oak park on June 8, 1962, just west of Ridgeland Avenue. The CTA Lake Street "L" ran at ground level here, using overhead wire, until October of that year, when it was relocated to the nearby Chicago & North Western embankment. I assume the commuter station you see here closed in 1958 along with several other close-in stations, in part to make way for this relocation project.

We are looking west along South Boulevard in Oak park on June 8, 1962, just west of Ridgeland Avenue. The CTA Lake Street “L” ran at ground level here, using overhead wire, until October of that year, when it was relocated to the nearby Chicago & North Western embankment. I assume the commuter station you see here closed in 1958 along with several other close-in stations, in part to make way for this relocation project.

The same location today.

The same location today.

I thought this was interesting as it is an unusual view, one that you could only get by taking a picture on a moving train. This is near the Cermak station on the CTA Dan Ryan Line on May 14, 1979. A northbound train of 2000s approaches, and old Comiskey Park is visible to the south.

I thought this was interesting as it is an unusual view, one that you could only get by taking a picture on a moving train. This is near the Cermak station on the CTA Dan Ryan Line on May 14, 1979. A northbound train of 2000s approaches, and old Comiskey Park is visible to the south.

Mitch Markovitz: "Westbound (South Shore Line) train at Hammond. Has to be about 1949 as 108 has only been lengthened but not streamlined and air conditioned, and the gates are white and black but not yellow and black. The car behind it has been lengthened and streamlined."

Mitch Markovitz: “Westbound (South Shore Line) train at Hammond. Has to be about 1949 as 108 has only been lengthened but not streamlined and air conditioned, and the gates are white and black but not yellow and black. The car behind it has been lengthened and streamlined.”

CA&E 2001 and 2002 at Wayne on June 29, 1957.

CA&E 2001 and 2002 at Wayne on June 29, 1957.

CA&E 2001 and 2002 in Lombard in October 1955.

CA&E 2001 and 2002 in Lombard in October 1955.

CA&E freight locos 2001 and 2002 in Glen Ellyn in March 1959.

CA&E freight locos 2001 and 2002 in Glen Ellyn in March 1959.

A CA&E freight train in Maywood. If that is correct, I would guess this is westbound crossing First Avenue, where the Illinois Prairie Path starts today. The tracks at left belong to the Chicago Great Western. The date is April 8, 1951.

A CA&E freight train in Maywood. If that is correct, I would guess this is westbound crossing First Avenue, where the Illinois Prairie Path starts today. The tracks at left belong to the Chicago Great Western. The date is April 8, 1951.

CA&E freight locos 2001 and 2002 at an unknown location in the summer of 1957.

CA&E freight locos 2001 and 2002 at an unknown location in the summer of 1957.

CA&E freight locos 2001, 2002, and a caboose in Elgin on March 30, 1957. A passenger car is also visible.

CA&E freight locos 2001, 2002, and a caboose in Elgin on March 30, 1957. A passenger car is also visible.

CA&E freight in Oak Park on November 18, 1951, with locos 2001 and 2002. In the background, you can see apartment buildings at around 600 Harrison Street. The Eisenhower Expressway runs here now, but the buildings seen still remain.

CA&E freight in Oak Park on November 18, 1951, with locos 2001 and 2002. In the background, you can see apartment buildings at around 600 Harrison Street. The Eisenhower Expressway runs here now, but the buildings seen still remain.

The same buildings today.

The same buildings today.

CA&E freight in Lombard on November 23, 1957. John Nicholson points out that with a passenger train in the distance, most likely the date is wrong. Perhaps it was really 1956.

CA&E freight in Lombard on November 23, 1957. John Nicholson points out that with a passenger train in the distance, most likely the date is wrong. Perhaps it was really 1956.

CA&E freight in Maywood, with locos 2001 and 2002, on November 18, 1951.

CA&E freight in Maywood, with locos 2001 and 2002, on November 18, 1951.

The back end of the same train.

The back end of the same train.

A CTA train from the 5001-5004 series (not to be confused with the current 5000s) heads southbound approaching Central Street in Evanston on January 7, 1951, having just crossed the North Shore Channel, not far from where the Wien family was living.

A CTA train from the 5001-5004 series (not to be confused with the current 5000s) heads southbound approaching Central Street in Evanston on January 7, 1951, having just crossed the North Shore Channel, not far from where the Wien family was living.

I recently purchased this original medium format negative of the Travel and Transport Building, one of the most distinctive structures at A Century of Progress, the 1933-34 Chicago World's Fair.

I recently purchased this original medium format negative of the Travel and Transport Building, one of the most distinctive structures at A Century of Progress, the 1933-34 Chicago World’s Fair.

This brochure was issued by the Chicago Surface Lines a short time before the October 1, 1947 Takeover by the Chicago Transit Authority, and spells out the locations where “walking transfers” were available between various CSL routes that were not directly adjacent to each other, and included some Chicago Rapid Transit Company stations on the “L”/Subway. But notice they did not include any such transfers to the Chicago Motor Coach lines, which continued to be privately owned for another five years after this.

The former Asbury station on the Niles Center "L" branch (unused by transit since 1948), as it looked in July 1970. The picture was taken along the right of way of the CTA Skokie Swift (today's Yellow Line). The building has long since been demolished. A train in the 5001-5004 series is visible in the distance.

The former Asbury station on the Niles Center “L” branch (unused by transit since 1948), as it looked in July 1970. The picture was taken along the right of way of the CTA Skokie Swift (today’s Yellow Line). The building has long since been demolished. A train in the 5001-5004 series is visible in the distance.

This picture was taken around the time the CTA Dearborn-Milwaukee-Congress Subway opened in 1951, and shows where trains crossed over and turned back near LaSalle Street, which was the end of the line until 1958, when the Congress median line opened.

This picture was taken around the time the CTA Dearborn-Milwaukee-Congress Subway opened in 1951, and shows where trains crossed over and turned back near LaSalle Street, which was the end of the line until 1958, when the Congress median line opened.

We previously ran another version of this same image on a post in 2016, but I thought it was worth getting a second copy. This one has somewhat less contrast, so you get a better view of the platform. The original caption was: The CRT Westchester branch at Roosevelt Road, circa 1929-1930. Service along this line opened in 1926, and when the line was extended, local officials insisted that tracks not cross Roosevelt at grade, thereby necessitating this grade separation project. The platform at left was later moved into the open cut, although the original station house was retained. Service to Mannheim began in 1930. The line was abandoned in 1951. We are looking north.

We previously ran another version of this same image on a post in 2016, but I thought it was worth getting a second copy. This one has somewhat less contrast, so you get a better view of the platform. The original caption was: The CRT Westchester branch at Roosevelt Road, circa 1929-1930. Service along this line opened in 1926, and when the line was extended, local officials insisted that tracks not cross Roosevelt at grade, thereby necessitating this grade separation project. The platform at left was later moved into the open cut, although the original station house was retained. Service to Mannheim began in 1930. The line was abandoned in 1951. We are looking north.

I find this photo by Edward Frank, Jr. interesting for a number of reasons. It most likely is from before 1943, as a CRT steel car (4312) is coupled to a wood car (2157). This is along the Garfield Park line and the notation "XO" on the side probably means this train is turning back just west of the DesPlaines Avenue station in Forest Park (which would also explain why there is a cemetery visible behind the train). The platform that's visible may have been only for the use of train crews. The Eisenhower Expressway is located here now. It is unusual that Ed Frank put his name directly on the negative-- he generally rubber stamped it on the back. He was taking pictures as early as 1934.

I find this photo by Edward Frank, Jr. interesting for a number of reasons. It most likely is from before 1943, as a CRT steel car (4312) is coupled to a wood car (2157). This is along the Garfield Park line and the notation “XO” on the side probably means this train is turning back just west of the DesPlaines Avenue station in Forest Park (which would also explain why there is a cemetery visible behind the train). The platform that’s visible may have been only for the use of train crews. The Eisenhower Expressway is located here now. It is unusual that Ed Frank put his name directly on the negative– he generally rubber stamped it on the back. He was taking pictures as early as 1934.

The North Shore Line began running into Chicago via the "L" in 1919, and had phased out use of wood cars by 1936. This shows car 130 at Roosevelt Road in that time frame, signed for the Shore Line Route. During WWII, NSL leased this and some other wood cars to the Chicago Aurora & Elgin. A train of woods ran a fantrip on the North Shore Line in 1946, and then these cars were sold to the CA&E, which continued to operate them until service was cut back to Forest Park in 1954. The glare may indicate this picture was taken looking through the window of another train.

The North Shore Line began running into Chicago via the “L” in 1919, and had phased out use of wood cars by 1936. This shows car 130 at Roosevelt Road in that time frame, signed for the Shore Line Route. During WWII, NSL leased this and some other wood cars to the Chicago Aurora & Elgin. A train of woods ran a fantrip on the North Shore Line in 1946, and then these cars were sold to the CA&E, which continued to operate them until service was cut back to Forest Park in 1954. The glare may indicate this picture was taken looking through the window of another train.

A two-car CA&E train at the Wells Street Terminal. This might be car 412, built in 1923 by Pullman.

A two-car CA&E train at the Wells Street Terminal. This might be car 412, built in 1923 by Pullman.

New Steam Audio CD:

FYI, we have digitally remastered another classic steam railroad audio LP to Compact Disc. Many additional titles, including the complete output of the Railroad Record Club, in our Online Store.

misc676-001

STEAM CDs:

RGTS
Rio Grande to Silverton:
A Sound Portrait of Mountain Railroading
Price: $14.99

These are vintage 1960 narrow gauge steam train recordings, in true stereo, and originally released on LP in 1961.  It is long out of print.
Includes:
01. Riding The Train To Silverton
02. Photo Run At Elk Park
03. Arriving At Silverton
04. Train Time At La Jara
05. Illini Special At Cumbres Pass
06. Doubleheader Starting At Monero
07. Eastbound Freight
08. Arriving At Chama
09. Whistles At Coxo
10. Freight With Pusher At Coxo

Gone are the nostalgic sounds of steam echoes and thundering exhausts, but the memory is immortal. May they live on in the locomotive lexicon, as a monument to the era when trains were pulled by STEAM POWER.

As with all of our recordings, this CD comes with the complete, original liner notes.

Total time – 45:49

The Trolley Dodger On the Air
We appeared on WGN radio in Chicago in November 2018, 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)
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The Photography of Mel Bernero

CTA 4000 series fan trip Chicago Avenue Station (this probably took place on a Sunday, at a time when the Ravenswood wasn't running any further south than Belmont).

CTA 4000 series fan trip Chicago Avenue Station (this probably took place on a Sunday, at a time when the Ravenswood wasn’t running any further south than Belmont).

In our last post, we noted the recent death of Mel Bernero, who was active in several organizations, most notably the Omnibus Society of America. He leaves a rich photographic legacy, and one he freely shared– 34,343 pictures uploaded to Flickr in the last 13 years.

Reflecting his interests, the great majority of these are bus pictures, but he took lots of CTA “L” pictures as well, beginning in 1969. Mel was a talented photographer, and in the late 1960s and early 70s there was quite a lot to take pictures of.

As a tribute to Mel Bernero, we present a generous selection of his work. The great majority of images here are his, nearly all the color images in fact. The black-and-white pictures are things he collected, taken by others. We hope you will enjoy them.

-David Sadowski

PS- We have tweaked a few of these images when it was possible to make them look better, and added a bit of missing caption information here and there as well.

The Photography of Mel Bernero

CTA fan trip Lake Street crossing Lake Street 8-1972

CTA fan trip Lake Street crossing Lake Street 8-1972

CTA Logan Square yard

CTA Logan Square yard

CTA 1101 OSA fan trip Logan Square 10-10-1961 Richard Kaplan Photo

CTA 1101 OSA fan trip Logan Square 10-10-1961 Richard Kaplan Photo

CTA 413 Logan Square 6-1966 Ronald Sullivan-John LeBeau Collection

CTA 413 Logan Square 6-1966 Ronald Sullivan-John LeBeau Collection

CTA 8479 is on Grand Avenue, near the old "L" station, which closed in 1970.

CTA 8479 is on Grand Avenue, near the old “L” station, which closed in 1970.

CTA 5167 by the Logan Square "L" terminal, which closed in 1970.

CTA 5167 by the Logan Square “L” terminal, which closed in 1970.

Chicago Motor Coach 810 63rd & Loomis. Our resident South Side expert M.E. adds, "This photo, looking south, shows the 63rd and Loomis L terminal before one track was extended out over the street. The auto on the street seems to have huge horns on each side of the hood. I think it is a late 1940s Cadillac. Also interesting is that the bus sign reads "Marquette Rd. Limited, (to) Washington and Canal." How did it get there? I found a decent map: https://www.cmap.illinois.gov/documents/10180/213749/ChicagoBoulevardSystem_20120312_version1-0.pdf This route used Loomis Blvd. (1400 W.) between Marquette Rd. (6700 S.) and Garfield Blvd. (5500 S.), where it turned east on Garfield. Beyond that, the route probably turned north on Michigan Ave. (which never had streetcars anywhere north of 95th St.), then all the way into downtown.

Chicago Motor Coach 810 63rd & Loomis. Our resident South Side expert M.E. adds, “This photo, looking south, shows the 63rd and Loomis L terminal before one track was extended out over the street. The auto on the street seems to have huge horns on each side of the hood. I think it is a late 1940s Cadillac. Also interesting is that the bus sign reads “Marquette Rd. Limited, (to) Washington and Canal.” How did it get there? I found a decent map:
https://www.cmap.illinois.gov/documents/10180/213749/ChicagoBoulevardSystem_20120312_version1-0.pdf
This route used Loomis Blvd. (1400 W.) between Marquette Rd. (6700 S.) and Garfield Blvd. (5500 S.), where it turned east on Garfield. Beyond that, the route probably turned north on Michigan Ave. (which never had streetcars anywhere north of 95th St.), then all the way into downtown.

CTA 3339 Jeffery & 71st St. in 1968, running parallel to the Illinois Central Electric's South Chicago branch (now the Metra Electric).

CTA 3339 Jeffery & 71st St. in 1968, running parallel to the Illinois Central Electric’s South Chicago branch (now the Metra Electric).

CTA 9368 (aka CSL 368) unloading from flat car at South Shops

CTA 9368 (aka CSL 368) unloading from flat car at South Shops

CTA 9368 (aka CSL 368) after unloading from flat car at South Shops

CTA 9368 (aka CSL 368) after unloading from flat car at South Shops

CTA 9361 is westbound on Irving Park Road, passing under the north-south "L". The tracks it is about to cross belonged to the Milwaukee Road, and were used to interchange freight with the "L" until 1973. (Jeff Wien Photo, Wien-Criss Archive)

CTA 9361 is westbound on Irving Park Road, passing under the north-south “L”. The tracks it is about to cross belonged to the Milwaukee Road, and were used to interchange freight with the “L” until 1973. (Jeff Wien Photo, Wien-Criss Archive)

CTA 9375 at the east end of the Montrose trolley bus line, near the Wilson Avenue "L" station... about to turn south on Broadway. (Jeff Wien Photo, Wien-Criss Archive)

CTA 9375 at the east end of the Montrose trolley bus line, near the Wilson Avenue “L” station… about to turn south on Broadway. (Jeff Wien Photo, Wien-Criss Archive)

CTA 9378 is heading south on Broadway, about to turn west on Montrose (Route 78). (Jeff Wien Photo, Wien-Criss Archive)

CTA 9378 is heading south on Broadway, about to turn west on Montrose (Route 78). (Jeff Wien Photo, Wien-Criss Archive)

CTA 9193, on a March 2, 1958 fantrip for the Ominbus Society of America. This looks like the Roosevelt Road viaduct to me.

CTA 9193, on a March 2, 1958 fantrip for the Ominbus Society of America. This looks like the Roosevelt Road viaduct to me.

CTA 1726, 9565 at Grand and Nordica

CTA 1726, 9565 at Grand and Nordica

CTA 7616 63rd-Stony Island (east terminal of the Jackson Park "L") in 1974.

CTA 7616 63rd-Stony Island (east terminal of the Jackson Park “L”) in 1974.

CTA 4271-4272 Washington-Wabash (celebrating the CTA's 70th anniversary, presumably on October 1, 2017)

CTA 4271-4272 Washington-Wabash (celebrating the CTA’s 70th anniversary, presumably on October 1, 2017)

CTA 1608-4000 Series L cars (this is where the Lake Street "L" descended to ground level, just west of Laramie, which it did until October 1962).

CTA 1608-4000 Series L cars (this is where the Lake Street “L” descended to ground level, just west of Laramie, which it did until October 1962).

CTA fan trip Hamlin Yard Lake Street 8-1972

CTA fan trip Hamlin Yard Lake Street 8-1972

CTA Jefferson Park 11-1973

CTA Jefferson Park 11-1973

CTA 5000 series Skokie Swift Ridge Avenue 1972

CTA 5000 series Skokie Swift Ridge Avenue 1972

CTA 4000 series work equipment Lake-Wells 6-1969 (this is probably when the original Tower 18 was being replaced, and new track added, in conjunction with the opening of the Lake-Dan Ryan service a few months later).

CTA 4000 series work equipment Lake-Wells 6-1969 (this is probably when the original Tower 18 was being replaced, and new track added, in conjunction with the opening of the Lake-Dan Ryan service a few months later).

CTA 4000 series Evanston Express service s-b

CTA 4000 series Evanston Express service s-b

CTA 4271-4272 fan trip Main Street Evanston 7-1975

CTA 4271-4272 fan trip Main Street Evanston 7-1975

CTA 4455 Evanston Express Lake-Wells 9-1971

CTA 4455 Evanston Express Lake-Wells 9-1971

CTA 4000 series fan trip Kedzie Station 4-1973

CTA 4000 series fan trip Kedzie Station 4-1973

CTA 4271-4272 fan trip Harlem-Lake Terminal 11-9-1974

CTA 4271-4272 fan trip Harlem-Lake Terminal 11-9-1974

CTA 4000 series Evanston Express Randolph-Wabash 5-1971

CTA 4000 series Evanston Express Randolph-Wabash 5-1971

CTA 4000 series Lake-Wells 9-1971

CTA 4000 series Lake-Wells 9-1971

CTA 4271-4272 fan trip Harlem-Lake Terminal 11-9-1974

CTA 4271-4272 fan trip Harlem-Lake Terminal 11-9-1974

CTA 4271-4272 fan trip Randolph-Wells 11-9-1974

CTA 4271-4272 fan trip Randolph-Wells 11-9-1974

CTA 4437 Evanston North of Main Street Station 9-1969

CTA 4437 Evanston North of Main Street Station 9-1969

CTA 4000 series fan trip 3-1975

CTA 4000 series fan trip 3-1975

CTA 4000 series Evanston Express Main Street Evanston 2-1970

CTA 4000 series Evanston Express Main Street Evanston 2-1970

CTA 4271-4272 fan trip Skokie Swift Dempster Terminal 11-9-81

CTA 4271-4272 fan trip Skokie Swift Dempster Terminal 11-9-81

CTA 4 Skokie Swift Dempster Terminal 11-1971

CTA 4 Skokie Swift Dempster Terminal 11-1971

CTA 29 Skokie Swift Dempster Terminal 11-1969

CTA 29 Skokie Swift Dempster Terminal 11-1969

CTA 53 Yellow Line Dempster Terminal 2-1979

CTA 53 Yellow Line Dempster Terminal 2-1979

CTA 23 Skokie Swift Dempster Terminal 6-1971

CTA 23 Skokie Swift Dempster Terminal 6-1971

CTA 52 Skokie Swift Dempster Terminal 1-1970

CTA 52 Skokie Swift Dempster Terminal 1-1970

CTA 54 Yellow Line Howard Terminal 7-1981

CTA 54 Yellow Line Howard Terminal 7-1981

CTA 2000 series Logan Square Station showing construction for the Kimball subway extension in 1969.

CTA 2000 series Logan Square Station showing construction for the Kimball subway extension in 1969.

CTA 1-50 series Evanston Central Street Station 7-1981.

CTA 1-50 series Evanston Central Street Station 7-1981.

CTA 1-50 series Evanston Express Isabella 4-1971

CTA 1-50 series Evanston Express Isabella 4-1971

CTA 1-50 series Evanston Howard Terminal 3-1974

CTA 1-50 series Evanston Howard Terminal 3-1974

CTA 1-50 series Evanston service n-b at Foster 7-1981

CTA 1-50 series Evanston service n-b at Foster 7-1981

CTA 1-50 series Skokie Swift Oakton Street 1-1970

CTA 1-50 series Skokie Swift Oakton Street 1-1970

CTA 1-50 series Skokie Swift Kostner Ave 11-1971

CTA 1-50 series Skokie Swift Kostner Ave 11-1971

CTA 1-50 series Evanston Howard Terminal 9-1969

CTA 1-50 series Evanston Howard Terminal 9-1969

CTA 1-50 series Purple Line Isabella Station 1-1970

CTA 1-50 series Purple Line Isabella Station 1-1970

CTA 1-50 series Skokie Swift Crawford Ave 1-1975

CTA 1-50 series Skokie Swift Crawford Ave 1-1975

CTA 42 Evanston North of Main Street Station 9-1969

CTA 42 Evanston North of Main Street Station 9-1969

CTA 1-50 series Evanston Central Street station 7-1981

CTA 1-50 series Evanston Central Street station 7-1981

CTA 24 Skokie Swift Oakton Street 3-1974

CTA 24 Skokie Swift Oakton Street 3-1974

CTA 25 Skokie Swift 7-1981

CTA 25 Skokie Swift 7-1981

CTA 29 Skokie Swift Dempster Terminal 12-1971

CTA 29 Skokie Swift Dempster Terminal 12-1971

CTA 1-50 series Evanston Howard Terminal 11-1971

CTA 1-50 series Evanston Howard Terminal 11-1971

CTA 1-50 series Skokie Swift Prairie Avenue 4-1970

CTA 1-50 series Skokie Swift Prairie Avenue 4-1970

CTA 6000 series 14th-State 6-1982

CTA 6000 series 14th-State 6-1982

CTA 5000 series Skokie Swift 7-1969

CTA 5000 series Skokie Swift 7-1969

CTA 5000 series Skokie Swift Kostner Avenue

CTA 5000 series Skokie Swift Kostner Avenue

CTA 4000 series Evanston Express 11-1969

CTA 4000 series Evanston Express 11-1969

CTA 4000 series fan trip Desplaines Terminal Forest Park 3-71

CTA 4000 series fan trip Desplaines Terminal Forest Park 3-71

CTA 4409 fan trip Main Street Evanston 3-1975

CTA 4409 fan trip Main Street Evanston 3-1975

CTA 4000 series Evanston Express North Shore Channel

CTA 4000 series Evanston Express North Shore Channel

CTA 4000 series Evanston Express Southbound 5-1970

CTA 4000 series Evanston Express Southbound 5-1970

CTA 4000 series Evanston Express Wabash-Lake 5-1971

CTA 4000 series Evanston Express Wabash-Lake 5-1971

CTA 4000 series Evanston Express Main Street 9-1969

CTA 4000 series Evanston Express Main Street 9-1969

CTA 4271-4272 fan trip Sedgwick Station 4-1973

CTA 4271-4272 fan trip Sedgwick Station 4-1973

CTA 4271-4272 fan trip Randolph-Wells 11-9-1974

CTA 4271-4272 fan trip Randolph-Wells 11-9-1974

CTA 4000 series Evanston Linden Terminal 9-1969

CTA 4000 series Evanston Linden Terminal 9-1969

CTA 4410 fan trip 10-21-1973.

CTA 4410 fan trip 10-21-1973.

CTA 4000 series work equipment Lower 63rd Material Yard

CTA 4000 series work equipment Lower 63rd Material Yard

CTA 4271-4272 fan trip 63rd-Ashland Terminal 11-9-1974a

CTA 4271-4272 fan trip 63rd-Ashland Terminal 11-9-1974a

CTA 4000 series North Branch Chicago River 9-1969

CTA 4000 series North Branch Chicago River 9-1969

CTA 4271-4272 fan trip Howard Terminal 7-1975.

CTA 4271-4272 fan trip Howard Terminal 7-1975.

CTA 29 Skokie Swift Dempster Terminal 11-1969

CTA 29 Skokie Swift Dempster Terminal 11-1969

CTA 24 Skokie Swift Dempster Terminal 4-1974

CTA 24 Skokie Swift Dempster Terminal 4-1974

CTA 42 Evanston service n-b at Foster 7-1981

CTA 42 Evanston service n-b at Foster 7-1981

CTA 52 Skokie Swift Dempster Terminal 7-1981

CTA 52 Skokie Swift Dempster Terminal 7-1981

CTA 52 Skokie Swift Howard Terminal looking south 7-1981

CTA 52 Skokie Swift Howard Terminal looking south 7-1981

CTA 54 Ridge Avenue 7-1969

CTA 54 Ridge Avenue 7-1969

CTA 29 Skokie Swift Howard Terminal 7-1981

CTA 29 Skokie Swift Howard Terminal 7-1981

CTA 2000 series Wabash-Lake 5-1971

CTA 2000 series Wabash-Lake 5-1971

CTA 1-50 series Skokie Swift Dempster Terminal 1-1970.

CTA 1-50 series Skokie Swift Dempster Terminal 1-1970.

CTA 1-50 series Evanston Express Isabella 5-1970

CTA 1-50 series Evanston Express Isabella 5-1970

CTA 1-50 series Evanston Isabella 1-1970

CTA 1-50 series Evanston Isabella 1-1970

CTA 1-50 series Evanston service Maple Avenue

CTA 1-50 series Evanston service Maple Avenue

CTA 1-50 series Purple Line Isabella Station.

CTA 1-50 series Purple Line Isabella Station.

CTA 1-50 series Evanston Linden Yard 7-1981

CTA 1-50 series Evanston Linden Yard 7-1981

CTA 1-50 series Skokie Swift Dempster Terminal 1-1975

CTA 1-50 series Skokie Swift Dempster Terminal 1-1975

CSL 1412 26th-Stewart EB (Mike Charnota Collection)

CSL 1412 26th-Stewart EB (Mike Charnota Collection)

CSL 2909 Racine-16th SB (Mike Charnota Collection)

CSL 2909 Racine-16th SB (Mike Charnota Collection)

CSL 3093 Grand-Racine (Mike Charnota Collection)

CSL 3093 Grand-Racine (Mike Charnota Collection)

CSL 3098 Throop-26th SB 8-25-1946 (Mike Charnota Collection) Correction: Robert Tuggle writes, "the streetcar is actually heading south on Racine at Grand Avenue."

CSL 3098 Throop-26th SB 8-25-1946 (Mike Charnota Collection) Correction: Robert Tuggle writes, “the streetcar is actually heading south on Racine at Grand Avenue.”

The same location in 2019.

The same location in 2019.

CSL 1401 87th-Vincennes RI station in background (Mike Charnota Collection)

CSL 1401 87th-Vincennes RI station in background (Mike Charnota Collection)

CSL 3108 Sangamon-Adams (Mike Charnota Collection)

CSL 3108 Sangamon-Adams (Mike Charnota Collection)

CSL 1400 Canalport-18th (Mike Charnota Collection)

CSL 1400 Canalport-18th (Mike Charnota Collection)

CSL 3295 Montrose-Wells Park (Mike Charnota Collection)

CSL 3295 Montrose-Wells Park (Mike Charnota Collection)

CSL 3304 Montrose-Chicago River (Mike Charnota Collection)

CSL 3304 Montrose-Chicago River (Mike Charnota Collection)

CSL 3098 Sangamon-Adams (Mike Charnota Collection)

CSL 3098 Sangamon-Adams (Mike Charnota Collection)

CSL 3294 Montrose-Ravenswood RT (Mike Charnota Collection)

CSL 3294 Montrose-Ravenswood RT (Mike Charnota Collection)

CSL 3307 Montrose-Ravenswood (Mike Charnota Collection)

CSL 3307 Montrose-Ravenswood (Mike Charnota Collection)

CSL 123 working on wire April 1944

CSL 123 working on wire April 1944

New Steam Audio CD:

FYI, we have digitally remastered another classic steam railroad audio LP to Compact Disc. Many additional titles, including the complete output of the Railroad Record Club, in our Online Store.

misc676-001

STEAM CDs:

RGTS
Rio Grande to Silverton:
A Sound Portrait of Mountain Railroading
Price: $14.99

These are vintage 1960 narrow gauge steam train recordings, in true stereo, and originally released on LP in 1961.  It is long out of print.
Includes:
01. Riding The Train To Silverton
02. Photo Run At Elk Park
03. Arriving At Silverton
04. Train Time At La Jara
05. Illini Special At Cumbres Pass
06. Doubleheader Starting At Monero
07. Eastbound Freight
08. Arriving At Chama
09. Whistles At Coxo
10. Freight With Pusher At Coxo

Gone are the nostalgic sounds of steam echoes and thundering exhausts, but the memory is immortal. May they live on in the locomotive lexicon, as a monument to the era when trains were pulled by STEAM POWER.

As with all of our recordings, this CD comes with the complete, original liner notes.

Total time – 45:49

The Trolley Dodger On the Air
We appeared on WGN radio in Chicago in November 2018, 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:

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

On February 6, 1941, the North Shore Line ran some special trips to introduce its new, streamlined Electroliners. Here we see one of the two sets at the North Water Terminal on Chicago's "L" system.

On February 6, 1941, the North Shore Line ran some special trips to introduce its new, streamlined Electroliners. Here we see one of the two sets at the North Water Terminal on Chicago’s “L” system.

With this, and our next post, we are tying up some loose ends, so to speak. We have collected a great number of images over the last five years, and haven’t always had an opportunity to finish working on them and present them to you here. Just the caption writing alone takes a long time, and there is often research involved.

This is in addition to our usual work in scanning, cropping, straightening, color correction, spot removal, etc., which also takes a considerable effort. There are times when the images pile up, and there are various things that need to be done to them. We recently got around to some of those things.

We hope you enjoy the results, and if you have any questions or comments about these images, be sure to drop us a line. Be sure to refer to each image by its identifying file name. You can generally see what that is by moving your mouse over the image itself.

We also thank our various contributors to today’s post, Jeff Wien of the Wien-Criss Archive, Craig Berndt, and Bill Shapotkin, who have generously shared images from their collections.

I would also be remiss if I failed to note that July 15th was Ray DeGroote’s 90th birthday. Ray is a longtime friend and mentor. He is the dean of Chicago railfans, and has traveled all over, taking unforgettable pictures, sharing his wisdom and experience with others, for a lot longer than most of us have been alive. We wish him all the best.

-David Sadowski

Recent Finds

Through an act of serendipity, at almost the same time that we acquired the Electroliner picture above, we also obtained a souvenir ticket from that same event.

Through an act of serendipity, at almost the same time that we acquired the Electroliner picture above, we also obtained a souvenir ticket from that same event.

After the North Shore Line abandonment in 1963, the two Electroliners were purchased by the Philadelphia Suburban Transportation Company (aka Red Arrow), for use on their 13-mile-long Norristown High Speed Line. Liberty Liner "Valley Forge" at Bryn Mawr in September 1964. (Richard S. Short Photo)

After the North Shore Line abandonment in 1963, the two Electroliners were purchased by the Philadelphia Suburban Transportation Company (aka Red Arrow), for use on their 13-mile-long Norristown High Speed Line. Liberty Liner “Valley Forge” at Bryn Mawr in September 1964. (Richard S. Short Photo)

Although the Chicago Aurora & Elgin had an admirable safety record, I am sure, sometimes there were accidents. Here, we see cars 400 and 318 have collided. 318 must have been repaired, as it did survive the interurban, at least for a while. Don's Rail Photos notes: "318 was built by Jewett Car Co in 1914. It had steel sheating and was modernized in 1944. It was sold to Wisconsin Electric Raiway Historical Society in 1962. It was wrecked in transit and the parts were sold to IRM to restore 321." This picture was taken at Lockwood Yard, just west of Laramie, in June 1945. Not sure if the modernization was actually done prior to the crash, or as a result of it. Dates for these things are sometimes approximate. (Don Mac Bean Photo)

Although the Chicago Aurora & Elgin had an admirable safety record, I am sure, sometimes there were accidents. Here, we see cars 400 and 318 have collided. 318 must have been repaired, as it did survive the interurban, at least for a while. Don’s Rail Photos notes: “318 was built by Jewett Car Co in 1914. It had steel sheating and was modernized in 1944. It was sold to Wisconsin Electric Raiway Historical Society in 1962. It was wrecked in transit and the parts were sold to IRM to restore 321.” This picture was taken at Lockwood Yard, just west of Laramie, in June 1945. Not sure if the modernization was actually done prior to the crash, or as a result of it. Dates for these things are sometimes approximate. (Don Mac Bean Photo)

Here, we see the Chicago, South Shore & South Bend interurban (commonly known as the South Shore Line) running down the street in East Chicago, Indiana, in the late 1920s.

Here, we see the Chicago, South Shore & South Bend interurban (commonly known as the South Shore Line) running down the street in East Chicago, Indiana, in the late 1920s.

This is a Chicago & West Towns Railway streetcar, signed for the La Grange line, circa 1915.

This is a Chicago & West Towns Railway streetcar, signed for the La Grange line, circa 1915.

The names of the two C&WT employees shown in the previous photograph.

The names of the two C&WT employees shown in the previous photograph.

Here is a mystery photo, It was identified as Chicago "L" workers, but Andre Kristopans doubts that this is actually Chicago. Such vintage pictures usually have the employees wearing darker uniforms than this, and where would there have been such a structure as is shown here?

Here is a mystery photo, It was identified as Chicago “L” workers, but Andre Kristopans doubts that this is actually Chicago. Such vintage pictures usually have the employees wearing darker uniforms than this, and where would there have been such a structure as is shown here?

The lone gate car we see in this picture is identified as work car S-2, and the date is September 9, 1957. Can this be 61st Yard?

The lone gate car we see in this picture is identified as work car S-2, and the date is September 9, 1957. Can this be 61st Yard?

Our resident south side expert M.E. writes:

You might be correct that this is the 61st St. yard on the Jackson Park line. I didn’t ride that line very much, because I lived along the Englewood line, so I can’t be sure. If it is 61st St., the view looks southeast.

In the 61st St. yard, I recall the long diagonal track in your picture. I also remember this track seemed to cleave the yard into two parts, such that the trains stored in the northern part would first have to move to the southern part, then onto the diagonal track to reach the mainline. That was rather clumsy.

I tried to recollect the big building in the background on the right. Or maybe there are more than one building. Either way, I think the building(s) could have been low-income project buildings that showed up on the South Side in the 1950s. The building(s) in this picture would be located south of 63rd and west of South Park Way (now King Drive).

The most convincing reason this might be 61st St. yard is, believe it or not, the way the switch is set in the lower right. That switch is set for mainline operation, in particular the northbound track. With this in mind, everything else in this picture falls into place correctly.

UPDATE: After writing all the above, I consulted my Central Electric Railfans Association (CERA) bulletin 115, dated June 1976, which covers the L system between 1947 and 1976. In the back of that book are numerous trackage layouts, including — yes — the 61st St. yard. And that trackage looks exactly like what is in your picture.

You might wonder where the connection between the southbound mainline track and the yard is. According to CERA 115, it is right where the camera is. It is a switch from southbound to northbound mainline track. In fact, you can see part of that switch precisely where your trolleydodger label (watermark) starts.

Thanks for figuring that out.

From 1949 to 1957, the CTA operated the Kenwood branch of the "L" as a shuttle operation, and here we see three such cars at the Indiana Avenue station. By the mid-1950s, the older gate cars had been replaced by ones formerly used on the Met "L", as those lines were equipped with more modern steel cars. Not sure why there are three cars here-- Kenwood usually used one or two car trains in these days.

From 1949 to 1957, the CTA operated the Kenwood branch of the “L” as a shuttle operation, and here we see three such cars at the Indiana Avenue station. By the mid-1950s, the older gate cars had been replaced by ones formerly used on the Met “L”, as those lines were equipped with more modern steel cars. Not sure why there are three cars here– Kenwood usually used one or two car trains in these days.

M.E. writes:
I learned from this picture that the Kenwood stub at Indiana Ave. had room for three cars. I thought it was just two. I guess I never saw a third (idle) car sitting in that space, because the presence of an idle car meant the passengers had to walk farther to connect between Kenwood and mainline trains. (And if Kenwood passengers wanted to connect to southbound mainline trains, they also had to use the overhead bridge between the two mainline platforms.)

I also learned from CERA 115 that the Stock Yards line did have its own yard, east of the Halsted St. station, but that was way back in 1913. No wonder I never saw it.

There is some speculation that the Stock Yards yard from 1913 was never actually used.

Regarding three cars in the Kenwood stub, it’s possible that a portion of the rear car went past the platform, and they didn’t open the rear door, as was the practice at other stations, where the trains ended up being longer than the platforms. (This could also be done with the front door on the head car in other places, but not here.)

M.E. again:

More about your Kenwood stub picture:

Judging by the space between the two cars at the left, I’d have to say the leftmost car was not connected to the other two, and was in fact sitting idle. And, as you mentioned, perhaps the rightmost car isn’t fully next to the platform.

I’d have to agree with that, for another reason: I don’t know whether old wooden cars were ever upgraded to enable a single conductor (or maybe the motorman) to control all doors. If the old cars were not upgraded, then a three-car Kenwood train would need two conductors. The amount of business the Kenwood shuttle did would never justify two conductors. This fortifies my recollection that the Kenwood shuttle never ran with more than two cars, and ran most of the time with just one car.

This picture was taken from the old Halsted "L" station on the Met main line, which was just north of the Congress Expressway footprint. That station remained open until 1958, when the CTA Congress median line opened. I believe this picture was taken in 1954, but after the end of May, when buses replaced streetcars on Route 8 - Halsted. This section of highway opened in 1955. The two subway portals at right are used by the CTA Blue Line today, but the ones at left were never used. They were intended for use by Lake Street "L" trains, if that line had been re-routed onto the highway, and would have connected to a Clinton Street Subway, forming an underground "loop" along with the Lake, Dearborn, and Congress legs.

This picture was taken from the old Halsted “L” station on the Met main line, which was just north of the Congress Expressway footprint. That station remained open until 1958, when the CTA Congress median line opened. I believe this picture was taken in 1954, but after the end of May, when buses replaced streetcars on Route 8 – Halsted. This section of highway opened in 1955. The two subway portals at right are used by the CTA Blue Line today, but the ones at left were never used. They were intended for use by Lake Street “L” trains, if that line had been re-routed onto the highway, and would have connected to a Clinton Street Subway, forming an underground “loop” along with the Lake, Dearborn, and Congress legs. Steve D. points out that the sign has Richard J. Daley on it as mayor, which means it can’t be prior to April 20, 1955.

The old Cicero Avenue station on the Garfield Park "L" stood at regular height, but to the west, Laramie was at ground level, and to the east, the Kilbourn station was at a higher level, as the "L" crossed other railroads. Here, we are looking east around July 1, 1957. Kilbourn closed in 1953 to help speed up service on the rest of the line, which was slowed down once it started using temporary trackage in Van Buren Street, between Sacramento Avenue and Aberdeen, a distance of about two-and-a-half miles.

The old Cicero Avenue station on the Garfield Park “L” stood at regular height, but to the west, Laramie was at ground level, and to the east, the Kilbourn station was at a higher level, as the “L” crossed other railroads. Here, we are looking east around July 1, 1957. Kilbourn closed in 1953 to help speed up service on the rest of the line, which was slowed down once it started using temporary trackage in Van Buren Street, between Sacramento Avenue and Aberdeen, a distance of about two-and-a-half miles.

In this view, taken around July 1, 1957, we see a westbound Garfield Park train at the Kedzie station, which was not in the direct path of the Congress Expressway. The tall smokestack in the distance belonged to the old Garden City Laundry at 3333 W. Harrison. Here, the "L" was south of the expressway, and at other points, it was north of the highway. The station off in the distance is St. Louis (3500 W.). Both stations remained open until 1958.

In this view, taken around July 1, 1957, we see a westbound Garfield Park train at the Kedzie station, which was not in the direct path of the Congress Expressway. The tall smokestack in the distance belonged to the old Garden City Laundry at 3333 W. Harrison. Here, the “L” was south of the expressway, and at other points, it was north of the highway. The station off in the distance is St. Louis (3500 W.). Both stations remained open until 1958.

The former Garden City Laundry building today.

The former Garden City Laundry building today.

This picture, and the next one, were taken around July 1, 1957 from the Kedzie Avenue bridge over the then-Congress Expressway, looking east towards Sacramento Boulvard. Tracks are in place for the Congress median line, and in the distance, we can also see where the Garfield Park "L" crossed the highway. East of Sacramento, there was a ramp, leading down to Van Buren, where there was a temporary right-of-way at ground level. Tracks were in place for the new line at this time, but as you can see, there was no third rail yet. There is still a crossover at this location. Notice that there were support columns for the "L" right in the middle of the highway. It is inconceivable that this would be done today.

This picture, and the next one, were taken around July 1, 1957 from the Kedzie Avenue bridge over the then-Congress Expressway, looking east towards Sacramento Boulvard. Tracks are in place for the Congress median line, and in the distance, we can also see where the Garfield Park “L” crossed the highway. East of Sacramento, there was a ramp, leading down to Van Buren, where there was a temporary right-of-way at ground level. Tracks were in place for the new line at this time, but as you can see, there was no third rail yet. There is still a crossover at this location. Notice that there were support columns for the “L” right in the middle of the highway. It is inconceivable that this would be done today.

Around July 1, 1957, a westbound CTA Garfield Park "L" train is westbound on the Van Buren temporary trackage. I believe the cross street is California Avenue (2800 W.).

Around July 1, 1957, a westbound CTA Garfield Park “L” train is westbound on the Van Buren temporary trackage. I believe the cross street is California Avenue (2800 W.).

This is mid-1950s view of the then-Congress Expressway, looking east from Kedzie. We see the new CTA rapid transit line in the median, then under construction, and the old Garfield Park "L" in the distance. This portion of the highway opened in 1955 as far west as Laramie. I think this picture may have been taken before the other one in this post.

This is mid-1950s view of the then-Congress Expressway, looking east from Kedzie. We see the new CTA rapid transit line in the median, then under construction, and the old Garfield Park “L” in the distance. This portion of the highway opened in 1955 as far west as Laramie. I think this picture may have been taken before the other one in this post.

This view of the Congress Expressway looks east from Central Park (3600 W.) towards Homan (3400 W.). On the right, the smokestack closest to the highway belongs to the Garden City Laundry, which was located at 3333 W. Harrison Street, and is mentioned elsewhere in this post. This may be circa 1956, as the highway is open here, but tracks appear to only recently have been added to the median.

This view of the Congress Expressway looks east from Central Park (3600 W.) towards Homan (3400 W.). On the right, the smokestack closest to the highway belongs to the Garden City Laundry, which was located at 3333 W. Harrison Street, and is mentioned elsewhere in this post. This may be circa 1956, as the highway is open here, but tracks appear to only recently have been added to the median.

Chicago Surface Lines 3294 near the Ravenswood 'L' station at Montrose (today's CTA Brown Line)

Chicago Surface Lines 3294 near the Ravenswood ‘L’ station at Montrose (today’s CTA Brown Line)

From the Collections of Craig Berndt

Craig Berndt shared these really nice images, which he purchased from the estate of the late Ken Luttenbacher, who may be the photographer. All were taken on the north side, and many of these pictures were shot from the front of a train, looking out the window (which was most likely opened, since this was in the days before air conditioned rapid transit cars).

While we don’t see a lot of “L” cars, what we do see are some excellent shots of the rights-of-way on the Howard and Evanston lines (today’s Red and Purple Lines).

He adds:

I wrote a book about the Toledo & Chicago Interurban that operated the Ft. Wayne-Garrett-Kendallville-Waterloo line, part of which operated in freight service until May 1945. I made presentations about it at Hoosier Traction Meet a few years ago.

All the pictures in this section are from the Craig Berndt Collection.

This August 1963 view is just south of Lawrence, looking north. The overhead wire at left was used by CTA electric locomotives, a holdover from the days when the Milwaukee Road had service here, prior to this line being electrified and put up on an embankment. Apparently, North Shore Line trains sometimes used the overhead and switched over to third rail further south.

This August 1963 view is just south of Lawrence, looking north. The overhead wire at left was used by CTA electric locomotives, a holdover from the days when the Milwaukee Road had service here, prior to this line being electrified and put up on an embankment. Apparently, North Shore Line trains sometimes used the overhead and switched over to third rail further south.

Loyola, looking north, in August 1963.

North of Loyola, looking north, August 1963.

North of Loyola, looking north, August 1963.

Linden Terminal, Wilmette, in August 1963.

Linden Terminal, Wilmette, in August 1963.

Here, in August 1963, we are just north of the Berwyn station on the North-South main line. Off to the left, there was Lill Coal and Oil, which used freight service on the 'L' until 1973. In this photo, you can see part of their siding heading off from the freight track, which has overhead wire. Lill was the last freight customer the CTA had. Once they stopped using the service, the CTA was able to eliminate freight. This was a carryover from the days when this portion of the route started out as part of the Milwaukee Road. That railroad interchanged with the rapid transit just north of Irving Park Road. Freight cars were hauled by electric locomotives using overhead wire. There was a ramp up to the 'L' structure near Montrose.

Here, in August 1963, we are just north of the Berwyn station on the North-South main line. Off to the left, there was Lill Coal and Oil, which used freight service on the ‘L’ until 1973. In this photo, you can see part of their siding heading off from the freight track, which has overhead wire. Lill was the last freight customer the CTA had. Once they stopped using the service, the CTA was able to eliminate freight. This was a carryover from the days when this portion of the route started out as part of the Milwaukee Road. That railroad interchanged with the rapid transit just north of Irving Park Road. Freight cars were hauled by electric locomotives using overhead wire. There was a ramp up to the ‘L’ structure near Montrose.

The same location today.

The same location today.

Fullerton, looking north, in August 1963.

Fullerton, looking north, in August 1963.

Just south of Belmont, looking north, in August 1963.

Just south of Belmont, looking north, in August 1963.

Approaching Wilson, looking north . in August 1963. Wilson shops are visible.

Approaching Wilson, looking north . in August 1963. Wilson shops are visible.

Just south of Addison, looking north, in August 1963. You can see the Wrigley Field scoreboard at left.

Just south of Addison, looking north, in August 1963. You can see the Wrigley Field scoreboard at left.

Howard Terminal, August 1963. This station was completely redone in the early 2000s.

Howard Terminal, August 1963. This station was completely redone in the early 2000s.

Morse, looking north, in August 1963. The old No Exit Cafe, a Beatnik coffehouse established in 1958, was located not far from here, starting in 1967.

Morse, looking north, in August 1963. The old No Exit Cafe, a Beatnik coffehouse established in 1958, was located not far from here, starting in 1967.

Just north of Sheridan, looking north towards Wilson, in August 1963.

Just north of Sheridan, looking north towards Wilson, in August 1963.

We are looking south off the rear of a northbound Evanston train at Foster Station in August 1963. The station in the distance is Davis Street.

We are looking south off the rear of a northbound Evanston train at Foster Station in August 1963. The station in the distance is Davis Street.

Looking south from the old Isabella station on the Evanston line in August 1963. The bridge in the distance goes over the North Shore Channel.

Looking south from the old Isabella station on the Evanston line in August 1963. The bridge in the distance goes over the North Shore Channel.

The old Wilson Avenue Upper Yard in August 1963. The shops building burned in 1996 and was removed.

The old Wilson Avenue Upper Yard in August 1963. The shops building burned in 1996 and was removed.

This August 1963 shot shows the yard at Linden Avenue in Wilmette, at the north end of the Evanston branch. There are overhead wires at left because this branch did not use third rail until 1973 (although the yard did). The station was behind the photographer, since moved to the left (east), I believe. To the left was also where the North Shore Line continued north on its own tracks for about a block, before heading west on Greenleaf Avenue.

This August 1963 shot shows the yard at Linden Avenue in Wilmette, at the north end of the Evanston branch. There are overhead wires at left because this branch did not use third rail until 1973 (although the yard did). The station was behind the photographer, since moved to the left (east), I believe. To the left was also where the North Shore Line continued north on its own tracks for about a block, before heading west on Greenleaf Avenue.

DePaul University is near Fullerton Avenue on the North-South main line. There were four tracks north of Chicago Avenue on this line, with a few gaps between there and Howard Street, where the Evanston and Skokie branches begin. This August 1963 view, taken from out the window of a northbound train (as are some of the others) looks north to the Fullerton "L" station.

DePaul University is near Fullerton Avenue on the North-South main line. There were four tracks north of Chicago Avenue on this line, with a few gaps between there and Howard Street, where the Evanston and Skokie branches begin. This August 1963 view, taken from out the window of a northbound train (as are some of the others) looks north to the Fullerton “L” station.

The Sheridan Road CTA station in August 1963. It still looks much like this today.

The Sheridan Road CTA station in August 1963. It still looks much like this today.

The Ravenswood (today's Brown Line) terminal at Lawrence and Kimball, looking north, in January 1960.

The Ravenswood (today’s Brown Line) terminal at Lawrence and Kimball, looking north, in January 1960.

All the trains I see here in this July 1964 scene are Douglas Park ones, leading me to think this is the old Pulaski road yard on that line. This route is now called the Pink Line, but that yard has been removed. The configuration of tracks from a map I have looks like it fits what I see in the picture. On the other hand, Steve D. says this is Logan Square, due to the building in the back with a sign for the Hollander Storage & Moving Company, which is still there on Fullerton Avenue.

All the trains I see here in this July 1964 scene are Douglas Park ones, leading me to think this is the old Pulaski road yard on that line. This route is now called the Pink Line, but that yard has been removed. The configuration of tracks from a map I have looks like it fits what I see in the picture. On the other hand, Steve D. says this is Logan Square, due to the building in the back with a sign for the Hollander Storage & Moving Company, which is still there on Fullerton Avenue.

This is the bridge over the North Shore Channel on the Evanston route in August 1963. We are looking south, and the station in the distance is Central Street.

This is the bridge over the North Shore Channel on the Evanston route in August 1963. We are looking south, and the station in the distance is Central Street.

From the Wien-Criss Archive

All the images in this section were taken by the late Charles L. Tauscher, and are shared by Jeff Wien, of the Wien-Criss Archive. These pictures show Kenosha buses, most on a fantrip held by the Omnibus Society of America. Bill Shapotkin notes, “OSA Fantrip 33 operated on July 9, 1967. The carrier was then known as Lake Shore Transit/Kenosha. Two different buses where used during the trip- #705 and 709.”

I recognize the former Kenosha North Shore Line station, four years after abandonment. The building still exists, but has been altered. It served as a restaurant for many years, and is now a day car center.

There are also two pictures taken in Racine, with the Frank Lloyd Wright-designed Johnson Wax Building in the background.

The large Pepsi bottlecap ad on the front of one bus reminds me of the streetcars in Johnstown, Pennsylvania that had these too, in pictures taken near the end of service there in 1960.

If anyone can help identify the other locations, that would be greatly appreciated. Again, please refer to each image by file name, thanks.

Bill Shapotkin: "This photo looks east on 6th Street across Park Avenue in Racine, WI. Note that the Greyhound station is located on S/E corner of intersection. Aside from Greyhound, Wisconsin Coach (which operates a suburban bus service between Milwaukee and Kenosha) also served this station."

Bill Shapotkin: “This photo looks east on 6th Street across Park Avenue in Racine, WI. Note that the Greyhound station is located on S/E corner of intersection. Aside from Greyhound, Wisconsin Coach (which operates a suburban bus service between Milwaukee and Kenosha) also served this station.”

How this area looks today.

How this area looks today.

Bill Shapotkin: "This photo was taken in Racine, WI facing N/B on Main JUST NORTH of 5th Street. The view looks east."

Bill Shapotkin: “This photo was taken in Racine, WI facing N/B on Main JUST NORTH of 5th Street. The view looks east.”

Bill Shapotkin: "This photo was taken in ILLINOIS -- on SW corner of State Line (aka Russell) Road and Sheridan Road in Winthrop Harbor. View looks south (that is Sheridan Road at left)."

Bill Shapotkin: “This photo was taken in ILLINOIS — on SW corner of State Line (aka Russell) Road and Sheridan Road in Winthrop Harbor. View looks south (that is Sheridan Road at left).”

Bill Shapotkin: "This photo was taken in Kenosha, WI facing east in 57th Street between 6th and 7th Streets. The building behind the bus is still standing today!" On the other hand, Russ Schultz says this is 56th Street.

Bill Shapotkin: “This photo was taken in Kenosha, WI facing east in 57th Street between 6th and 7th Streets. The building behind the bus is still standing today!” On the other hand, Russ Schultz says this is 56th Street.

A contemporary view.

A contemporary view.

From the Collections of William Shapotkin

We will round out today’s post with four excellent images shared by Bill Shapotkin. More will follow in our next post, Loose Ends, Part Two.

This and the next image: Joseph Canfield took this picture of CTA PCCs at Western and Berwyn, the north end of Route 49, on June 13, 1956, just a few days before buses replaced streetcars on this line.

This and the next image: Joseph Canfield took this picture of CTA PCCs at Western and Berwyn, the north end of Route 49, on June 13, 1956, just a few days before buses replaced streetcars on this line.

CTA trolley bus 9300 at Grand and Nordica (west terminal of Route 65) in July 1969.

CTA trolley bus 9300 at Grand and Nordica (west terminal of Route 65) in July 1969.

CTA trolley buses 9300 and 9588 at Grand and Nordica in July 1969. This was my neighborhood, and I boarded buses here all the time back then. There was a supermarket next door (I think it was a national). In recent years this is now a resale shop.

CTA trolley buses 9300 and 9588 at Grand and Nordica in July 1969. This was my neighborhood, and I boarded buses here all the time back then. There was a supermarket next door (I think it was a national). In recent years this is now a resale shop.

Recent Correspondence

Barry S. writes:

With reference to your material on the launch of the Electroliner, I am passing along this contemporaneous promo /faux ticket. It’s about 30″ high. Due to my inept photo skills, it took three images to capture at least some details. Use and enjoy at your discretion. If any of your readers are interested, the item is for sale. It can be removed from its frame for easier/cheaper shipping.

I will make note of that, and if anyone wants to contact you, I will be sure to forward their info your way, thanks (using my ‘good offices,’ as opposed to my bad ones I guess).

Martin Baumann writes:

I recently discovered your very interesting website. In one post you said you are not sure what happened to Aurora Fox River and Elgin 305.

According to Cleveland’s Transit Vehicles: Equipment and Technology by James A. Toman and Blaine S. Hays it went to Cleveland with the rest of the batch and was retired in 1954 after its motors burned out during a blizzard at Thanksgiving.

That’s good to know, thanks!

Steve De Rose writes:

I am (still) Steve De Rose. If I did not previously mention this, I am also a member of the _American Breweriana Association_, which *just merged* with the East Coast Breweriana Association. Issue 226 of its journal arrived here very recently. John Warnik, of the sub-organization Chicagoland Breweriana Society has a fascinating story about the Yusay Brewery (formerly of 26th St. & Albany Ave). Yusay was one Chicago brewery which did a bunch of ads on transit vehicles. J. Warnik met someone who had seven medium-sized ads and he obtained them. Then came the questions of when these were used and where they appeared?

An ad for Dodge automobiles had Dodge’s 1953 slogan, “You’ve Got To Drive It To Believe It! 1953 Dodge”. This dated the signs to late 1952. He specifically focused on an ad for Yusay which illustrated its character ‘Local Boy’ at a banquet welcoming convention delegates to Chicago. As both the Democratic & Republican 1952 Presidential nomination conventions were held at the International Amphitheatre in Chicago, ‘Local Boy’ was seated between an elephant and a donkey on the dais. This more precisely identified the time frame. From your ‘Trolley Dodger’ weblog, he discerned a route 4 Cottage Grove streetcar, converted to one-man service (4056) with this ad in one of the outside slots near the front of the streetcar. He credits it to all three authors of *_Chicago Streetcar Pictorial, the PCC Car Era 1936-1958_*, including you. But the photograph he identifies and reproduces in this journal article is not the one on page 57 in the book. It looks like it is running southbound in downtown on Wabash between Wacker and Lake. (He shrewdly placed the top of the Yusay ad over the lower right corner of the photograph.)

What this informs us of is that 4056, converted to one-man service in May 1952, made many (if not all) of its runs on Cottage Grove. {Did Madison & Madison-Fifth CTA routes use one-man PCC Cars?}

Thanks for writing.

Looks like we have run two pictures of PCC 4056 with this ad, which probably dates both to the summer of 1952.

Madison and Madison-Fifth did not use one-man PCCs (and I do mean that literally, female bus operators weren’t hired until the 1970s). But after buses replaced streetcars on Madison in 1953, the branch on Fifth was operated briefly as a shuttle, using older red cars (1700-series) that were one-man.

Two-man cars, in any event, were required on any streetcar lines that crossed a railroad. The car would stop and the conductor would get out and look both ways before the car crossed the tracks.

CTA wanted to use one-man cars on 63rd Street, but first held two public hearings, and at one of them (the one on the west portion of the line), there was opposition to the plan, so the line was converted to buses instead. The one-man cars were used on Cottage Grove from 1952-55, and after that became a bus route, Western Avenue got them from 1955-56.

Another thing that CTA did was to substitute buses for PCCs on weekends. This had been a recommendation of a 1951 consultant report.

Keep those cards and letters coming in, folks.

-David Sadowski

St. Louis-built PCC 4056, signed for route 4 - Cottage Grove, has just crossed the Chicago River. While the iconic Wrigley Building and Tribune Tower are at rear, the Sun-Times building (1958) had not yet been built when this picture was taken. Note a Chicago Motor Coach bus at rear. CTA purchased Motor Coach's assets as of October 1, 1952, probably not too long after this picture was taken. In the 1950s, some Cottage Grove cars (usually signed as Route 38) went north of the river and terminated at Grand and Navy Pier. (Railway Negative Exchange Photo)

St. Louis-built PCC 4056, signed for route 4 – Cottage Grove, has just crossed the Chicago River. While the iconic Wrigley Building and Tribune Tower are at rear, the Sun-Times building (1958) had not yet been built when this picture was taken. Note a Chicago Motor Coach bus at rear. CTA purchased Motor Coach’s assets as of October 1, 1952, probably not too long after this picture was taken. In the 1950s, some Cottage Grove cars (usually signed as Route 38) went north of the river and terminated at Grand and Navy Pier. (Railway Negative Exchange Photo)

CTA 4056 is running on Route 4 - Cottage Grove in 1953. This is one of the postwar PCCs that was converted to one-man operation.

CTA 4056 is running on Route 4 – Cottage Grove in 1953. This is one of the postwar PCCs that was converted to one-man operation.

1939 Chicago Surface Lines Training Program

In 2016, we were fortunate to acquire a rare 16″ transcription disc, made in 1939 for the Chicago Surface Lines. This included an audio presentation called “Keeping Pace,” about 20 minutes long, that CSL used for employee training.

We were recently able to find someone who could play such a large disc, and now this program has been digitized and can be heard for the first time in more than 80 years. We have added it as a bonus feature to our Red Arrow Lines 1967 CD, available below and through our Online Store.

Screen Shot 03-16-16 at 06.58 PM.PNGScreen Shot 03-17-16 at 12.44 AM.PNG

RAL
Red Arrow Lines 1967: Straffords and Bullets
# of Discs – 1
Price: $14.99

This disc features rare, long out-of-print audio recordings of two 1967 round trips on the Philadelphia & Western (aka “Red Arrow Lines”) interurban between Philadelphia and Norristown, the famous third rail High-Speed Line.  One trip is by a Strafford car and the other by one of the beloved streamlined Bullets.  The line, about 13 miles long and still in operation today under SEPTA, bears many similarities to another former interurban line, the Chicago Transit Authority‘s Yellow Line (aka the “Skokie Swift”).  We have included two bonus features, audio of an entire ride along that five mile route, which was once part of the North Shore Line, and a 20-minute 1939 Chicago Surface Lines training program (“Keeping Pace”).  This was digitized from a rare original 16″ transcription disc and now can be heard again for the first time in over 80 years.

Total time – 73:32


The Trolley Dodger On the Air
We appeared on WGN radio in Chicago in November 2018, discussing our book Building Chicago’s Subways on the Dave Plier Show. You can hear our 19-minute conversation here.
Chicago, Illinois, December 17, 1938-- Secretary Harold Ickes, left, and Mayor Edward J. Kelly turn the first spadeful of earth to start the new $40,000,000 subway project. Many thousands gathered to celebrate the starting of work on the subway. Chicago, Illinois, December 17, 1938– Secretary Harold Ickes, left, and Mayor Edward J. Kelly turn the first spadeful of earth to start the new $40,000,000 subway project. Many thousands gathered to celebrate the starting of work on the subway.
Order Our New Book Building Chicago’s Subways

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

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

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

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Hard Work

This is the back end of a southbound CTA Jackson Park "B" train at Sheridan Road on July 7, 1966.

This is the back end of a southbound CTA Jackson Park “B” train at Sheridan Road on July 7, 1966.

It’s been more than a month since our last post, but that’s not for lack of effort. We have been hard at work on the images in this post. I have put it many, many hours with these pictures in Photoshop to make them look their best, or least, better than how I found them.

Sometimes, it seems that if something can go wrong, it will go wrong. I was up late last night writing more than 50 captions, and somehow they all vanished, and I had to rewrite them. But that’s okay, since the new versions you see here are better.

It’s been our experience that hard work often pays off. You be the judge.

We have also been hard at work on a new book– Chicago’s Lost “L”s, which will focus on those aspects of the system that either no longer exist, or have been completely changed. Work on this book is pretty far along. All the photo selections have been made, and the cover is finished.

We are excited about this new project, and hope you will be too. More information will be forthcoming as things progress.

Enjoy!

-David Sadowski

PS- Our thanks go out to Jeff Wien for sharing some fantastic images from the Wien-Criss Archive.

Recent Finds

The North Shore Line's Milwaukee Terminal on a wintry night in January 1963. This is a remarkable photo for the time, as it surely involved a long exposure time of at least a few seconds, with the camera held perfectly still on a tripod. Film speeds for color slide film were very slow and those films were designed for use in bright sunlight. (Wien-Criss Archive)

The North Shore Line’s Milwaukee Terminal on a wintry night in January 1963. This is a remarkable photo for the time, as it surely involved a long exposure time of at least a few seconds, with the camera held perfectly still on a tripod. Film speeds for color slide film were very slow and those films were designed for use in bright sunlight. (Wien-Criss Archive)

A northbound North Shore Line train stops at Dempster in January 1963, the final month. Just over a year later, after the abandonment, the CTA resumed service between here and Howard as the Skokie Swift. Note the sign at left for a yarn store in the terminal building. (Wien-Criss Archive)

A northbound North Shore Line train stops at Dempster in January 1963, the final month. Just over a year later, after the abandonment, the CTA resumed service between here and Howard as the Skokie Swift. Note the sign at left for a yarn store in the terminal building. (Wien-Criss Archive)

This and the following picture: A Kenosha Motor Coach bus is posed next to the former North Shore Line station circa 1967. The building remains, but has been altered over the years for use, first by a restaurant, then as a day care center. (Charles L. Tauscher Photo, Wien-Criss Archive)

This and the following picture: A Kenosha Motor Coach bus is posed next to the former North Shore Line station circa 1967. The building remains, but has been altered over the years for use, first by a restaurant, then as a day care center. (Charles L. Tauscher Photo, Wien-Criss Archive)

This, and the next three images are from "superslides," meaning film larger than 35mm, but still able to fit in a regular 2x2 slide mount. This was possible with both 127 and 828 film, but it's the latter here, in this shot by W. H. Higginbotham showing an Electroliner at Grange Avenue in Milwaukee County. (Wien-Criss Archive)

This, and the next three images are from “superslides,” meaning film larger than 35mm, but still able to fit in a regular 2×2 slide mount. This was possible with both 127 and 828 film, but it’s the latter here, in this shot by W. H. Higginbotham showing an Electroliner at Grange Avenue in Milwaukee County. (Wien-Criss Archive)

NSL 741 creeps south along the old 6th Street viaduct in Milwaukee, next to a 1958 Chevy. (Wien-Criss Archive)

NSL 741 creeps south along the old 6th Street viaduct in Milwaukee, next to a 1958 Chevy. (Wien-Criss Archive)

An Electroliner at 6th and Oklahoma in Milwaukee in 1962. (W. H. Higginbotham Photo, Wien-Criss Archive)

An Electroliner at 6th and Oklahoma in Milwaukee in 1962. (W. H. Higginbotham Photo, Wien-Criss Archive)

An Electroliner at Edison Court in Waukegan on May 26, 1959. (Wien-Criss Archive)

An Electroliner at Edison Court in Waukegan on May 26, 1959. (Wien-Criss Archive)

A truly historic photo that probably hasn't seen the light in 57 years. The late Charles L. Tauscher rode the last North Shore Line train ever, which ended its run at Roosevelt Road in the early morning hours of a very cold January 21, 1963. Motorman Bill Livings has just taken off the headlight and poses for a few pictures. This must be a long exposure (this was Ektachrome, and the film speed was 32) and you can see some motion blur on other parts of the platform. Truly the end of an era. (Wien-Criss Archive)

A truly historic photo that probably hasn’t seen the light in 57 years. The late Charles L. Tauscher rode the last North Shore Line train ever, which ended its run at Roosevelt Road in the early morning hours of a very cold January 21, 1963. Motorman Bill Livings has just taken off the headlight and poses for a few pictures. This must be a long exposure (this was Ektachrome, and the film speed was 32) and you can see some motion blur on other parts of the platform. Truly the end of an era. (Wien-Criss Archive)

The El Paso trolley, in its original incarnation, was an international affair, with service to Juarez, Mexico. This picture was taken in 1962. (Wien-Criss Archive)

The El Paso trolley, in its original incarnation, was an international affair, with service to Juarez, Mexico. This picture was taken in 1962. (Wien-Criss Archive)

This picture of the CTA Stockyards line was taken in September 1957, shortly before the line was abandoned. There is little in this picture that still exists today, except for the shuttered Stock Yards National Bank Building, at 4146 S. Halsted Street. (Wien-Criss Archive)

This picture of the CTA Stockyards line was taken in September 1957, shortly before the line was abandoned. There is little in this picture that still exists today, except for the shuttered Stock Yards National Bank Building, at 4146 S. Halsted Street. (Wien-Criss Archive)

A gate car (345) and a Met car are in the process of being scrapped at Skokie Shops in September 1957. (Wien-Criss Archive)

A gate car (345) and a Met car are in the process of being scrapped at Skokie Shops in September 1957. (Wien-Criss Archive)

As much as we would like Chicago "L" cars to remain on the structure, there have been a few times when they did not. This April 12, 1974 photo shows one that came pretty close to falling down, but fortunately did not. This looks like downtown, but I am not sure of the exact location. Andre Kristopans adds, "Wreck was at Lake/Wells with 6047-48. Took W to N curve way too fast. This was probably last wreck cleaned up with only Rail derricks, S363 and S367. No rubber tired cranes used."

As much as we would like Chicago “L” cars to remain on the structure, there have been a few times when they did not. This April 12, 1974 photo shows one that came pretty close to falling down, but fortunately did not. This looks like downtown, but I am not sure of the exact location. Andre Kristopans adds, “Wreck was at Lake/Wells with 6047-48. Took W to N curve way too fast. This was probably last wreck cleaned up with only Rail derricks, S363 and S367. No rubber tired cranes used.”

We ran a lo-fi version of this picture in a previous post. The location at first was a real mystery, but turned out to be 42nd Place, the terminal of the CTA Kenwood branch, looking west. The next photo was taken further down the platform. (We ran originally ran this with other pictures that we saw on eBay, but hadn't been able to purchase. It was relisted and we decided to buy it after all.) Ross Harano adds, "The view is looking north rather than west. The building with the chimney is Oakenwald Grammar School at 4071 S. Lake Park that I attended. The tower on the right is the "Kiosk Sphinx" that was on an estate just north of the grammar school. Geoffrey Baer had a segment on his WTTW's "Ask Geoffrey" about the wealthy family that built a Mediterranean style home with a pool and "Eiffel" tower. The property to the west of the station was owned by Nelson Coal. You can see the coal moving equipment in the photo. Nelson Coal stored mountains of coal east of the terminal tracks next to the Illinois Central Tracks. We used to play soldiers on the coal until we would be chased away by Nelson Coal workers."

We ran a lo-fi version of this picture in a previous post. The location at first was a real mystery, but turned out to be 42nd Place, the terminal of the CTA Kenwood branch, looking west. The next photo was taken further down the platform. (We ran originally ran this with other pictures that we saw on eBay, but hadn’t been able to purchase. It was relisted and we decided to buy it after all.) Ross Harano adds, “The view is looking north rather than west. The building with the chimney is Oakenwald Grammar School at 4071 S. Lake Park that I attended. The tower on the right is the “Kiosk Sphinx” that was on an estate just north of the grammar school. Geoffrey Baer had a segment on his WTTW’s “Ask Geoffrey” about the wealthy family that built a Mediterranean style home with a pool and “Eiffel” tower. The property to the west of the station was owned by Nelson Coal. You can see the coal moving equipment in the photo. Nelson Coal stored mountains of coal east of the terminal tracks next to the Illinois Central Tracks. We used to play soldiers on the coal until we would be chased away by Nelson Coal workers.”

This is the view looking west from the east terminal of the Kenwood branch at 42nd Place. There was a short stretch of steel structure, before the line ran on an embankment owned by the Chicago Junction Railway. Ross Harano: "This view is also looking north. The photo was taken from the north end of the platform next to the control tower building. The tall building in the background is one of the first CHA buildings on the lakefront at Lake Park and Oakwood Boulevard. The railroad tracks that ran with the "L" tracks went east over the Illinois Central tracks and ran south."

This is the view looking west from the east terminal of the Kenwood branch at 42nd Place. There was a short stretch of steel structure, before the line ran on an embankment owned by the Chicago Junction Railway. Ross Harano: “This view is also looking north. The photo was taken from the north end of the platform next to the control tower building. The tall building in the background is one of the first CHA buildings on the lakefront at Lake Park and Oakwood Boulevard. The railroad tracks that ran with the “L” tracks went east over the Illinois Central tracks and ran south.”

A wooden Chicago "L" car at the Illinois Railway Museum in Union, May 1968. The museum had moved here in 1964 from its original location in North Chicago. I believe that is a Milwaukee streetcar at left.

A wooden Chicago “L” car at the Illinois Railway Museum in Union, May 1968. The museum had moved here in 1964 from its original location in North Chicago. I believe that is a Milwaukee streetcar at left.

This postcard, circa 1910, shows one of the single track "L" stations that were a unique feature of the old Stockyards branch.

This postcard, circa 1910, shows one of the single track “L” stations that were a unique feature of the old Stockyards branch.

On February 24, 1957 we see a Douglas Park "L" train crossing over a Garfield Park one, running on temporary tracks in Van Buren Street, while the Congress median line (foreground) is under construction.

On February 24, 1957 we see a Douglas Park “L” train crossing over a Garfield Park one, running on temporary tracks in Van Buren Street, while the Congress median line (foreground) is under construction.

On February 24, 1957 a two-car train of CTA 4000s heads east on Van Buren at Ashland. This was the temporary route for part of the Garfield Park “L” from 1953 to 1958.

This is the view looking south from the Lake Street "L" at Paulina on March 17, 1954. The tracks at right were where the Met "L" went over the Lake line. At left is a new connection, just about to be put into service, that allowed Douglas Park trains to go to the Loop via Lake Street. This connection was used from 1954 to 1958, and is now used again by Pink Line trains (the successor to Douglas).

This is the view looking south from the Lake Street “L” at Paulina on March 17, 1954. The tracks at right were where the Met “L” went over the Lake line. At left is a new connection, just about to be put into service, that allowed Douglas Park trains to go to the Loop via Lake Street. This connection was used from 1954 to 1958, and is now used again by Pink Line trains (the successor to Douglas).

A two-car Kenwood "L" train, including 2910, is in the stub at Indiana Avenue station on February 25, 1955.

A two-car Kenwood “L” train, including 2910, is in the stub at Indiana Avenue station on February 25, 1955.

A Garfield Park "L" train of 4000s heads west at Kedzie on November 6, 1955. Unlike some other stations on the line, this one remained in service until 1958 as it was not directly in the expressway footprint. The first car is a "Baldie," built circa 1915, and the second is a "Plushie," from around 1924. These were state of the art cars when new, and were in service for nearly 50 years.

A Garfield Park “L” train of 4000s heads west at Kedzie on November 6, 1955. Unlike some other stations on the line, this one remained in service until 1958 as it was not directly in the expressway footprint. The first car is a “Baldie,” built circa 1915, and the second is a “Plushie,” from around 1924. These were state of the art cars when new, and were in service for nearly 50 years.

Here, a former Lake Street "L" car heads up a Stockyards shuttle train at Indiana Avenue on April 11, 1954.

Here, a former Lake Street “L” car heads up a Stockyards shuttle train at Indiana Avenue on April 11, 1954.

Car 1715 is a Lake Street Local at Marion Street in Oak Park. In 1948, locals and expresses were replaced by the CTA's A/B "skip stop" service.

Car 1715 is a Lake Street Local at Marion Street in Oak Park. In 1948, locals and expresses were replaced by the CTA’s A/B “skip stop” service.

CTA 3147 is at the front of a Lake Street "B" train at Marion. Despite the age of the car at left (circa 1939) this picture cannot have been taken prior to 1948.

CTA 3147 is at the front of a Lake Street “B” train at Marion. Despite the age of the car at left (circa 1939) this picture cannot have been taken prior to 1948.

CTA 1780 heads up a Lake Street "A" train at Marion Street. This was not quite the end of the line, as there was a station just west of Harlem Avenue in Forest Park. But this station was far more popular and Harlem and Marion serves today as the end of the line, since the Lake Street "L" was relocated to the adjacent North Western embankment in 1962.

CTA 1780 heads up a Lake Street “A” train at Marion Street. This was not quite the end of the line, as there was a station just west of Harlem Avenue in Forest Park. But this station was far more popular and Harlem and Marion serves today as the end of the line, since the Lake Street “L” was relocated to the adjacent North Western embankment in 1962.

This two-car train (including #299) is at Indiana Avenue station. The photo says this is a Kenwood train, but I am wondering if this is Stock Yards instead.

This two-car train (including #299) is at Indiana Avenue station. The photo says this is a Kenwood train, but I am wondering if this is Stock Yards instead.

When the CTA realigned the north and south side routes, Kenwood became a shuttle. These wooden gate cars (200-series) are being stored on an otherwise unused track on the South Side main. The Kenwood branch itself is at left.

When the CTA realigned the north and south side routes, Kenwood became a shuttle. These wooden gate cars (200-series) are being stored on an otherwise unused track on the South Side main. The Kenwood branch itself is at left.

Riders are coming and going from Kenwood car 273 at Indiana Avenue.

Riders are coming and going from Kenwood car 273 at Indiana Avenue.

CTA gate car #268 (or at least that is what is written on the picture) at Indiana Avenue, operating as a Kenwood shuttle. By the mid-1950s these cars were replaced by former Met "L" cars as they were taken off other lines.

CTA gate car #268 (or at least that is what is written on the picture) at Indiana Avenue, operating as a Kenwood shuttle. By the mid-1950s these cars were replaced by former Met “L” cars as they were taken off other lines.

Gate car #204 at Halsted on the Stock Yards branch.

Gate car #204 at Halsted on the Stock Yards branch.

I find this picture of car 1109 and train interesting for a number of reasons. It took a while to figure out where this is, but I believe it is on the Wabash leg of the Loop "L" heading north at Jackson. This area was, for many years, Chicago's "music row," and Kimball Pianos is at right. Since we are south of Adams, the station in the rear is Congress and Wabash, which was closed in 1949 and removed soon after, as Congress was widened for the expressway project. The train is an Evanston Express, going to Wilmette, but also mentions Skokie as a destination. Niles Center changed its name to Skokie in 1941, so this picture dates to the 1940s. Then, as now, it is not advisable to put your head or arms outside the car window.

I find this picture of car 1109 and train interesting for a number of reasons. It took a while to figure out where this is, but I believe it is on the Wabash leg of the Loop “L” heading north at Jackson. This area was, for many years, Chicago’s “music row,” and Kimball Pianos is at right. Since we are south of Adams, the station in the rear is Congress and Wabash, which was closed in 1949 and removed soon after, as Congress was widened for the expressway project. The train is an Evanston Express, going to Wilmette, but also mentions Skokie as a destination. Niles Center changed its name to Skokie in 1941, so this picture dates to the 1940s. Then, as now, it is not advisable to put your head or arms outside the car window.

Car 1048 is in the pocket track at Dempster, end of the line for Niles Center. The CTA replaced this with buses in 1948, but the line was revived as the Skokie Swift in 1964, following the North Shore Line's abandonment the previous year. The historic station building has since been moved slightly to the north and east to provide a bus lane.

Car 1048 is in the pocket track at Dempster, end of the line for Niles Center. The CTA replaced this with buses in 1948, but the line was revived as the Skokie Swift in 1964, following the North Shore Line’s abandonment the previous year. The historic station building has since been moved slightly to the north and east to provide a bus lane.

Gate car 2324 at Skokie Shops.

Gate car 2324 at Skokie Shops.

4000s going over the North Shore Channel bridge in Evanston, when it appears to be brand new. Not sure of the date. Miles Beitler adds, "It may have been taken during the elevation of the north end of the Evanston line from University Place to just north of Central Street. That project was completed in 1931. There would have been a bridge over the North Shore Channel long before then, as the channel was completed in 1910 and was crossed by a steam railroad at that point, but perhaps the elevation of the line required replacement or reconstruction of the existing bridge."

4000s going over the North Shore Channel bridge in Evanston, when it appears to be brand new. Not sure of the date. Miles Beitler adds, “It may have been taken during the elevation of the north end of the Evanston line from University Place to just north of Central Street. That project was completed in 1931. There would have been a bridge over the North Shore Channel long before then, as the channel was completed in 1910 and was crossed by a steam railroad at that point, but perhaps the elevation of the line required replacement or reconstruction of the existing bridge.”

2756 was a Met, car built in 1895, that at some point was converted for use as a medical car, and traveled over the Insull properties whenever it was necessary to give physical exams. Here, we see it on the Cross Street team track in Wheaton. Since the car did not have trolley poles, when it went on the North Shore Line, it had to be towed by something else, like a box motor car.

2756 was a Met, car built in 1895, that at some point was converted for use as a medical car, and traveled over the Insull properties whenever it was necessary to give physical exams. Here, we see it on the Cross Street team track in Wheaton. Since the car did not have trolley poles, when it went on the North Shore Line, it had to be towed by something else, like a box motor car.

Pullman PCC 4062 being delivered in 1946. This was the first of 600 new postwar streetcars for Chicago.

Pullman PCC 4062 being delivered in 1946. This was the first of 600 new postwar streetcars for Chicago.

The view looking north from Howard Street in 1930. The North Shore Line's Skokie Valeey Route is at left. Straight ahead leads to Evanston and Wilmette.

The view looking north from Howard Street in 1930. The North Shore Line’s Skokie Valeey Route is at left. Straight ahead leads to Evanston and Wilmette.

In the mid-1950s, some new 6000s are being delivered to 63rd Street Lower Yard.

In the mid-1950s, some new 6000s are being delivered to 63rd Street Lower Yard.

The Kenwood branch was mainly on an embankment owned by the Chicago Junction Railway.

The Kenwood branch was mainly on an embankment owned by the Chicago Junction Railway.

The Kenwood branch, near the east end of the line. The Nelson Coal Company was located at 1119 East 42nd Street. This must be near the end of service, as that looks like a 1957 Dodge at left.

The Kenwood branch, near the east end of the line. The Nelson Coal Company was located at 1119 East 42nd Street. This must be near the end of service, as that looks like a 1957 Dodge at left.

Met cars passing each other at DesPlaines Avenue in Forest Park, possibly circa 1952. There is a bus visible, which could be the CTA #17, which replaced the Westchester branch in December 1951. But it looks like this predates the rearrangement of this area which took place in 1953, when the Chicago Aurora and Elgin cut back service to Forest Park.

Met cars passing each other at DesPlaines Avenue in Forest Park, possibly circa 1952. There is a bus visible, which could be the CTA #17, which replaced the Westchester branch in December 1951. But it looks like this predates the rearrangement of this area which took place in 1953, when the Chicago Aurora and Elgin cut back service to Forest Park.

Although this circa 1905 postcard view is not very clear, this appears to be the Central Avenue station on the ground level portion of the Lake Street "L", at a time before the nearby Chicago & North Western elevated its tracks onto an embankment. According to Bill Shapotkin, the C&NW called this station either Austin or "Boulevard." Clarification from Bill: "This image is indeed of the Central St station of the Lake St 'L'. That said, the C&NW station was known as "Austin," NOT "Boulevard." As confusing as it is, The "Austin" C&NW station was at Central Ave and the "Boulevard" station was at Austin Blvd. This threw me for a while as well -- and had to have a old-timer explain it to me."

Although this circa 1905 postcard view is not very clear, this appears to be the Central Avenue station on the ground level portion of the Lake Street “L”, at a time before the nearby Chicago & North Western elevated its tracks onto an embankment. According to Bill Shapotkin, the C&NW called this station either Austin or “Boulevard.” Clarification from Bill: “This image is indeed of the Central St station of the Lake St ‘L’. That said, the C&NW station was known as “Austin,” NOT “Boulevard.” As confusing as it is, The “Austin” C&NW station was at Central Ave and the “Boulevard” station was at Austin Blvd. This threw me for a while as well — and had to have a old-timer explain it to me.”

In March 1958, the Illinois Electric Railway Museum ran a fantrip on parts of the CTA "L" system, using car 1024 and a work car. This was some months after the last wood car was used in regular service. Here, we see train on a siding in Evanston. We previously ran a photo of the same train on the Garfield Park "L" temporary trackage. 1024 went to IERM and has since been restored as car 24.

In March 1958, the Illinois Electric Railway Museum ran a fantrip on parts of the CTA “L” system, using car 1024 and a work car. This was some months after the last wood car was used in regular service. Here, we see train on a siding in Evanston. We previously ran a photo of the same train on the Garfield Park “L” temporary trackage. 1024 went to IERM and has since been restored as car 24.

There was only a short time frame when this picture could have been taken at Halsted and Congress. In the late 1940s, PCCs were used on Halsted, but they were removed starting in 1953, and service ended the following year with older red cars such as this. Under the new bridge, part of the Congress Expressway project, are the subway portals which now serve the rapid transit line that replaced the Garfield Park "L" seen at left.

There was only a short time frame when this picture could have been taken at Halsted and Congress. In the late 1940s, PCCs were used on Halsted, but they were removed starting in 1953, and service ended the following year with older red cars such as this. Under the new bridge, part of the Congress Expressway project, are the subway portals which now serve the rapid transit line that replaced the Garfield Park “L” seen at left.

New 6000s being delivered to Skokie Shops via the North Shore Line. Unfortunately, this picture is too fuzzy to make out the car numbers.

New 6000s being delivered to Skokie Shops via the North Shore Line. Unfortunately, this picture is too fuzzy to make out the car numbers.

This and the following picture show DC Transit pre-PCC 1053 in June 1961. n This historic car survived for many years before being destroyed in a museum fire. (Charles L. Tauscher Photos)

This and the following picture show DC Transit pre-PCC 1053 in June 1961. n This historic car survived for many years before being destroyed in a museum fire. (Charles L. Tauscher Photos)

The Homan station on the Lake Street "L" in August 1965. This station was closed as part of the 1990s semi-rebuild of the lake line, and was then moved a few blocks to become the Garfield Park Conservatory station.

The Homan station on the Lake Street “L” in August 1965. This station was closed as part of the 1990s semi-rebuild of the lake line, and was then moved a few blocks to become the Garfield Park Conservatory station.

A family portrait by CTA articulated compartment car 51 at Dempster in Skokie in October 1968. This car was originally 5001 as delivered in 1947.

A family portrait by CTA articulated compartment car 51 at Dempster in Skokie in October 1968. This car was originally 5001 as delivered in 1947.

In June 1978, work is already underway on the new Forest Park CTA terminal. This was made much easier after the nearby Chicago Great Western train line was abandoned around 1972. The temporary station here occupies the oldd CGW right-of-way and used their bridge over DesPlaines Avenue. Once teh new station was built, the temporary one was torn down (along with the bridge) and the north side of the station now has pickup/dropoff lanes for buses.

In June 1978, work is already underway on the new Forest Park CTA terminal. This was made much easier after the nearby Chicago Great Western train line was abandoned around 1972. The temporary station here occupies the oldd CGW right-of-way and used their bridge over DesPlaines Avenue. Once teh new station was built, the temporary one was torn down (along with the bridge) and the north side of the station now has pickup/dropoff lanes for buses.

The late Gordon E. Lloyd took this picture at North Chicago Junction on April 23, 1961. Chuck W. notes, "The fan trip train on the left, is coming off the Shore Line Route. The train on the right, is the mainline to Chicago, which will split at Upton Junction, with the main line continuing on the Skokie Valley Route and the other branch heading to Libertyville and Mundelein."

The late Gordon E. Lloyd took this picture at North Chicago Junction on April 23, 1961. Chuck W. notes, “The fan trip train on the left, is coming off the Shore Line Route. The train on the right, is the mainline to Chicago, which will split at Upton Junction, with the main line continuing on the Skokie Valley Route and the other branch heading to Libertyville and Mundelein.”

The CTA station at Linden Avenue in Wilmette in January 1970. The building has been preserved, but is no longer used as the station entrance.

The CTA station at Linden Avenue in Wilmette in January 1970. The building has been preserved, but is no longer used as the station entrance.

The Chicago Surface Lines kept some historic streetcars for use in parades and special events. Since the experimental pre-PCC 7001 is present here, I would say this picture most likely predates the arrival of PCCs in late 1936. It could be from a couple of events in 1936, when Ashland was extended across a new bridge, or when two segments of 87th Street were joined by a new connection.

The Chicago Surface Lines kept some historic streetcars for use in parades and special events. Since the experimental pre-PCC 7001 is present here, I would say this picture most likely predates the arrival of PCCs in late 1936. It could be from a couple of events in 1936, when Ashland was extended across a new bridge, or when two segments of 87th Street were joined by a new connection.

This picture was found together with the previous one, and as they are sequentially numbered, it may or may not be from the same event. The occasion is a parade, and here we see an authentic 1859 horse car, probably in 1936. This is now at the Illinois Railway Museum. CSL made some recreations of things in 1934, including a faux cable car, but this is the real thing.

This picture was found together with the previous one, and as they are sequentially numbered, it may or may not be from the same event. The occasion is a parade, and here we see an authentic 1859 horse car, probably in 1936. This is now at the Illinois Railway Museum. CSL made some recreations of things in 1934, including a faux cable car, but this is the real thing.

A northbound Ravenswood "A" train at Chicago Avenue in the late 1950s.

A northbound Ravenswood “A” train at Chicago Avenue in the late 1950s.

There were several Red Arrow cars used in afantrip on the West Chester line in Philadelphia's suburbs on June 6, 1954, and car 68 appears to be one of them. There was a photo stop here at Patrick Avenue, and the bridge is highway 202. This 19-mile interurban line had good ridership, but fell victim to a project that widened West Chester Pike. It was replaced by buses.

There were several Red Arrow cars used in afantrip on the West Chester line in Philadelphia’s suburbs on June 6, 1954, and car 68 appears to be one of them. There was a photo stop here at Patrick Avenue, and the bridge is highway 202. This 19-mile interurban line had good ridership, but fell victim to a project that widened West Chester Pike. It was replaced by buses.

Recent Correspondence

Wooje Song writes:

I’m looking for the copyright holder who took attached photos. Attached are the photos I’m looking for.

I’m working in Chopin Theatre as an intern and my boss wants to use those pictures.

The surrounding streets in the first photo are Division and Milwaukee Avenue. The two cars pictured are No. 3208 and No. 3256.

The second one was taken at Ashland (left-right) and Milwaukee (up-down) at the Polish Triangle.

I googled to find out and finally reached you. I hope you have any ideas about this.

Chances are these pictures, circa 1930, are in the public domain. Back then, you had to individually copyright photos. There wasn’t the sort of automatic protection we have today.

Also, any new claim of copyright would depend, today, on their having been unpublished until now. Obviously, that is not the case. These pictures have likely been circulating for a long time.

They don’t look familiar, but I can also ask my readers if they might know who took these.

Hope this helps.

From Our Resident South Side Expert M.E.:

Let me start off by saying your hard work is much appreciated. The CNS&M pictures in particular are dazzling.

Now, on to my commentary for today.

https://thetrolleydodger.files.wordpress.com/2020/06/rbk335.jpg
I have a lot to say about this photo.

First: Your caption says “The photo says this is a Kenwood train, but I am
wondering if this is Stock Yards instead.” The answer is: neither. These cars are just sitting idle in storage. But they are probably assigned to the Stock Yards line.

Second: Judging by the water tower in front of the stored cars, and seeing the barrier along the rear of the platform at the right, I conclude this view looks west. The barrier convinced me there is no Stock Yards stub track on the other side of that platform. Ergo, the Stock Yards stub track is off the left side of the picture. And the Stock Yards train went west from Indiana. So the view is west.

Third: The 4000-series steel train is a through train from the north side to either Englewood or Jackson Park. That train, heading east through the station but on its way south, was on either the Howard-Jackson Park line or the Ravenwood-Englewood line. The corresponding westbound/northbound track used the track farthest from the camera.

I tried reading the destination sign on the 4000-series front car, but it is too faint. As I recall, it would have said either
Howard St.- or Ravenswood-
Jackson Park Englewood
via subway via subway
and the signs in the opposite direction would have said either
Jackson Park- or Englewood-
Howard St. Ravenswood
via subway via subway

The three-track setup through the station means the picture was taken before several major system revisions were made on 1 August 1949:
— the northern terminus of the Englewood line became Howard St.
— Ravenwood got its own separate line into downtown.
— Englewood/Howard A and Jackson Park/Howard B skip-stop service started.
— the Kenwood-to-Wilson line was cut back to a shuttle from Indiana Ave. to 42nd Place.

At that time, the trackage and platforms at Indiana Ave. also changed:
— the track at the right was almost totally covered over by extending the west/northbound platform out over the track.
— the remaining (uncovered) portion of that track became the stub terminal for the Kenwood shuttle.
— what was the middle track became the west/northbound track.

Third: The three tracks continued in both directions out of the station. From the east end of the station, the north/south service turned south, and all three tracks continued to just north of the 43rd St. station. From the west end of the station, the north/south service turned north, and all three tracks continued all the way past 18th St. to where the subway began.

This meant the middle track was available for car storage, even through the station. And that is what you see in the picture.

Fourth: Were these stored cars used on the Kenwood or Stock Yards line? I’m going with the Stock Yards line, for four reasons:
— The Kenwood line, at its eastern end at 42nd Place, had storage tracks. The Stock Yards line never had a place on its own trackage to store cars.
— As your photo in
https://thetrolleydodger.files.wordpress.com/2020/06/rbk334.jpg
illustrates, Kenwood cars could also be stored around the curve east/south of Indiana.
— West of the Indiana station, there were five tracks — two for the Stock Yards line and three for the north/south lines. And there were lots and lots of switches between the five tracks. In order to keep the switches clear, Stock Yards cars had to be stored someplace else, such as right there in the station.
— I tried reading the sign on the closest stored car (next to the car’s number), and I think the first word says “Stock”.

Your next three photos,
https://thetrolleydodger.files.wordpress.com/2020/06/rbk332.jpg
and
https://thetrolleydodger.files.wordpress.com/2020/06/rbk333.jpg
and
https://thetrolleydodger.files.wordpress.com/2020/06/rbk334.jpg
further illustrate the setup at Indiana Ave. post-1949 change.

https://thetrolleydodger.files.wordpress.com/2020/06/rbk327.jpg Your caption says “…the station in the rear is Congress and Wabash, which was closed in 1949 and removed soon after, as Congress was widened for the expressway project.” I contend it was closed on 1 August 1949 when the Kenwood line no longer ran downtown and then up to Wilson. Furthermore, this station could not have been closed due to Congress Xwy construction because, given the timeline in https://thetrolleydodger.files.wordpress.com/2020/06/rbk315.jpg ,
construction didn’t begin until 1952 or 1953.

Several other stations south of downtown were also closed on 1 August 1949: 18th, 26th, 29th, 33rd, and Pershing (leaving Cermak and 35th). Those stations also served the north/south line, but with the new skip/stop service, the stations were closed, and customers had to use surface routes. Here is a list of all closed L stations:
https://en.wikipedia.org/wiki/List_of_former_Chicago_%22L%22_stations

Thanks very much as always for your insightful comments.

The idea of a Congress Parkway highway goes back to the Burnham Plan at least, but was kicked around locally through the 20s and 30s before being pushed by Harold Ickes, FDR’s Secretary of the Interior, who came from the northern suburbs. This was his favored alternative to the plan Mayor Kelly was pushing, starting in 1937, which would have converted several of the “L” lines into elevated highways. (A plan which, if realized, would have been a disaster IMHO.)

Congress was not a wide street downtown. It had to be widened for the highway project, and from Dearborn to the west, there was also additional subway construction. The first phase of subway work only brought the Dearborn line as far as Congress, where it stopped.

This work was quite complicated near LaSalle Street Station, as the subway was built, and the street widened, at the same time that trains had to be kept running there.

Work on widening Congress as far east as Michigan Avenue was already happening in 1949, and it was around this time that buildings on the north and south sides of Congress were altered, and new sidewalks were carved out of those structures (including the Auditorium Theater building) so the street could be made wider. In other areas further west, some buildings were actually demolished.

Likewise, work on creating the lower level of Wacker Drive, the section running north and south along what had been Market Street, also began in 1949. The old Market Street Stub was in the way and was torn down. Work proceeded at the rate of about one block per year on that major project, which I think had reached Madison Street by about 1953. A bit further south, this also resulted in the old Met “L” connection to the Loop being rerouted through the former Wells Street Terminal. This took place in 1955 and then a section of “L”, including the station at Franklin and Van Buren, was removed.

All this was taking place, even though many parts of the expressway itself did not open until later– 1955, I believe.  Once it was decided to build a highway that would end downtown, the question of how traffic would be distributed there was a major concern, and one which had to be addressed fully even before the highway itself was opened.

-David Sadowski

Product News

We recently acquired some documents that have been scanned, and added to our E-Book The “New Look” in Chicago Transit: 1938-1973, available as a DVD data disc in our Online Store. The first is a brochure detailing (as of 1953) the reasons for the creation of the Chicago Transit Authority, and their accomplishments up to that time.

The second is the Report of the Committee on Signals and Interlocking for the Chicago Subway, dated June 1941. This committee was made up of representatives from the Department of Subways and Superhighways (City of Chicago), the Committee on Local Transporation (City of Chicago), the Illinois Commerce Commission, Chicago Surface Lines, and Chicago Rapid Transit Company.

Faced with answering the question of what type of signals and interlocking equipment should be used in the subway, which opened in October 1943, the committee did research and made recommendations, as well as presenting their rationale for their particular choices and the reasoning behind certain policies and practices.

Keep those cards and letters coming in, folks!

-David Sadowski

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

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


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

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


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

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

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



The Trolley Dodger On the Air
We appeared on WGN radio in Chicago in November 2018, 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

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This is our 251st 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 637,000 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.

Happy New Year

NSL 187 at Pettibone Yard on June 21, 1963, months after abandonment. (John D. Horachek Photo, William Shapotkin Collection)

NSL 187 at Pettibone Yard on June 21, 1963, months after abandonment. (John D. Horachek Photo, William Shapotkin Collection)

We have lots of great, classic photos in this, our first post for 2020. We thank William Shapotkin for sharing these with our readers.

As always, we thank our readers, who add their thoughts and ideas to the various photographs we show. Thanks to you, many mysteries have been solved, with various locations identified, and we have gained invaluable insights as a result, as we share information with each other.  It’s a collaborative effort, and you are an essential part of that.

The Trolley Dodger blog will celebrate its five-year anniversary in just a few days. It takes a lot of hard work to scan and restore all the images that we show here, which now number in the thousands. Some of our posts have over 100 images apiece, and this is our 245th post.  That’s a lot of blood, sweat, toil, and tears.

The Trolley Dodger blog started off as very much a money-losing venture, and over the last five years, the loss has probably totaled at least $30k. But I tend to think of this as an investment in you, the reader, and in the cause of historic preservation, which I hope we all believe in. We have worked to make The Trolley Dodger into a self-sustaining venture, or at least one that only loses a small amount of money overall.

January is the one time of year when we make a direct fundraising appeal for help defraying the annual fees and expenses it takes to keep this blog going. As in the past, we have a goal of just $400, which represents only a bit more than $1 per day for the year.

We hope that you will consider helping us with a financial contribution, however small. When you consider that each year, we receive over 100,000 page views, it’s a bargain. If you want to help, there are links towards the end of this post.

With your assistance, we can assure that the Trolley Dodger will keep on running for another year.

I thank you in advance for your time and consideration.

-David Sadowski

Recent Finds

On July 26, 1955, a high pressure jet of water is used during cleaning of the CTA State Street Subway tube walls at the Roosevelt Road station. Virgil Gunlock (left) and H. L. Howell are inspecting the work.

On July 26, 1955, a high pressure jet of water is used during cleaning of the CTA State Street Subway tube walls at the Roosevelt Road station. Virgil Gunlock (left) and H. L. Howell are inspecting the work.

This line art drawing of the CTA's Congress rapid transit line, aka the "West Side Subway," appeared on a June 1958 track map.

This line art drawing of the CTA’s Congress rapid transit line, aka the “West Side Subway,” appeared on a June 1958 track map.

April 29, 1954: Anna Daltin, 69, of Chicago, shortly after being hit in the face by the edge of a Chicago streetcar, receives aid from police stretcher crew. she was taken to (the) hospital with a possible fractured nose and facial abrasions.

April 29, 1954: Anna Daltin, 69, of Chicago, shortly after being hit in the face by the edge of a Chicago streetcar, receives aid from police stretcher crew. she was taken to (the) hospital with a possible fractured nose and facial abrasions.

May 25, 1950: Firemen shoot (a) stream of water over burned-out streetcar into blazing building set afire by flaming gasoline, after the streetcar and tank truck (between streetcar and building) collided here.

May 25, 1950: Firemen shoot (a) stream of water over burned-out streetcar into blazing building set afire by flaming gasoline, after the streetcar and tank truck (between streetcar and building) collided here.

By April 11, 1954, when this picture was taken by the late Bill Hoffman, the LaSalle Street streetcar tunnel had already been closed for about 15 years. It fell victim to subway construction in 1939. But as you can see, the north approach had not yet been filled in. In the background, you can see a different ramp, a block south, which leads to Carroll Avenue. That had been built in 1928 and is often mistaken for the streetcar tunnel entrance. You can find a picture similar to this, taken in 1953 by the late Bob Selle, in my book Building Chicago's Subways. (Wien-Criss Archive)

By April 11, 1954, when this picture was taken by the late Bill Hoffman, the LaSalle Street streetcar tunnel had already been closed for about 15 years. It fell victim to subway construction in 1939. But as you can see, the north approach had not yet been filled in. In the background, you can see a different ramp, a block south, which leads to Carroll Avenue. That had been built in 1928 and is often mistaken for the streetcar tunnel entrance. You can find a picture similar to this, taken in 1953 by the late Bob Selle, in my book Building Chicago’s Subways. (Wien-Criss Archive)

From the Collections of William Shapotkin:

CTA bus 5262 is at the end of Route 91 - Austin Boulevard. (William Shapotkin Collection)

CTA bus 5262 is at the end of Route 91 – Austin Boulevard. (William Shapotkin Collection)

Chicago Surface Lines bus 3502 is on 59th at Wentworth on 1946. (William Shapotkin Collection)

Chicago Surface Lines bus 3502 is on 59th at Wentworth on 1946. (William Shapotkin Collection)

CTA 9431, working a westbound trip on Route 74 - Fullerton, crosses Milwaukee Avenue on May 11, 1968. The view looks east. (William Shapotkin Collection)

CTA 9431, working a westbound trip on Route 74 – Fullerton, crosses Milwaukee Avenue on May 11, 1968. The view looks east. (William Shapotkin Collection)

CTA 9440, working an eastbound on Route 74 - Fullerton, is crossing Milwaukee Avenue on November 12, 1967. (William Shapotkin Collection)

CTA 9440, working an eastbound on Route 74 – Fullerton, is crossing Milwaukee Avenue on November 12, 1967. (William Shapotkin Collection)

CTA trolley bus 9444 is eastbound on Fullerton at Milwaukee on August 19, 1972. (William Shapotkin Collection)

CTA trolley bus 9444 is eastbound on Fullerton at Milwaukee on August 19, 1972. (William Shapotkin Collection)

CTA trolley bus 9553, on an Omnibus Society of america fantrip, is eastbound on Fullerton, crossing the Milwaukee Road at Lakewood Avenue on April 1, 1973, final day of TB service in Chicago. The view looks southwest. (Robert Barth Photo, William Shapotkin Collection)

CTA trolley bus 9553, on an Omnibus Society of america fantrip, is eastbound on Fullerton, crossing the Milwaukee Road at Lakewood Avenue on April 1, 1973, final day of TB service in Chicago. The view looks southwest. (Robert Barth Photo, William Shapotkin Collection)

CTA bus 5483 at the DesPlaines Avenue Terminal in Forest Park in August 1963. This has since been completely rebuilt, and is now the terminus of the Blue Line (formerly called the Congress). (William Shapotkin Collection)

CTA bus 5483 at the DesPlaines Avenue Terminal in Forest Park in August 1963. This has since been completely rebuilt, and is now the terminus of the Blue Line (formerly called the Congress). (William Shapotkin Collection)

Chicago & North Western commuter trains at Clinton Street Tower in September 1978. (Robert Janz Photo, William Shapotkin Collection)

Chicago & North Western commuter trains at Clinton Street Tower in September 1978. (Robert Janz Photo, William Shapotkin Collection)

South Shore Line car 108 (train 11) approaches Cook Road at speed, a mile east of the Shops, on December 26, 1963. (John D. Horachek Photo, William Shapotkin Collection)

South Shore Line car 108 (train 11) approaches Cook Road at speed, a mile east of the Shops, on December 26, 1963. (John D. Horachek Photo, William Shapotkin Collection)

South Shore car 111 (train 11) is 24 miles from South Bend, between Lalumiere and Bishop on December 26, 1963. (John D. Horachek Photo, William Shapotkin Collection)

South Shore car 111 (train 11) is 24 miles from South Bend, between Lalumiere and Bishop on December 26, 1963. (John D. Horachek Photo, William Shapotkin Collection)

Car 100 (train 18) is 22 miles from South Bend at Smith on December 26, 1963. (John D. Horachek Photo, William Shapotkin Collection)

Car 100 (train 18) is 22 miles from South Bend at Smith on December 26, 1963. (John D. Horachek Photo, William Shapotkin Collection)

South Shore car 197 (train 15) has just gone through the underpass at Emery Road at Hicks, which had once been a flag stop, on December 26, 1963. (John D. Horachek Photo, William Shapotkin Collection)

South Shore car 197 (train 15) has just gone through the underpass at Emery Road at Hicks, which had once been a flag stop, on December 26, 1963. (John D. Horachek Photo, William Shapotkin Collection)

South Shore car 109 (train 26) heads west at Lydick at Quince Road, on December 26, 1963. (John D. Horachek Photo, William Shpotkin Collection)

South Shore car 109 (train 26) heads west at Lydick at Quince Road, on December 26, 1963. (John D. Horachek Photo, William Shpotkin Collection)

A westbound two-car South Shore Line train is on the 130th Street curve, two miles east of Kensington, in October 1966. (John D. Horachek Photo, William Shapotkin Collection)

A westbound two-car South Shore Line train is on the 130th Street curve, two miles east of Kensington, in October 1966. (John D. Horachek Photo, William Shapotkin Collection)

Here, an SSL conductor is hand-throwing a switch to put a railfan train onto a siding at Shops in April 1975. (John D. Horachek Photo, William Shapotkin Collection)

Here, an SSL conductor is hand-throwing a switch to put a railfan train onto a siding at Shops in April 1975. (John D. Horachek Photo, William Shapotkin Collection)

SSL car 109, running east, enters 11th Street in Michigan City. (John D. Horachek Photo, William Shapotkin Collection)

SSL car 109, running east, enters 11th Street in Michigan City. (John D. Horachek Photo, William Shapotkin Collection)

A two-car SSL train heads west at 130th Street in October 1966. (John D. Horachek Photo, William Shapotkin Collection)

A two-car SSL train heads west at 130th Street in October 1966. (John D. Horachek Photo, William Shapotkin Collection)

SSL car 111 (eastbound train 7) takes the Ford City curve at Chicago's Torrence Avenue on June 13, 1963. (John D. Horachek Photo, William Shapotkin Collection)

SSL car 111 (eastbound train 7) takes the Ford City curve at Chicago’s Torrence Avenue on June 13, 1963. (John D. Horachek Photo, William Shapotkin Collection)