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)

SSL cars 111 and 106, making up train 16, at Midwest, a new stop for a steel plant, on June 13, 1963. (John D. Horachek Photo, William Shapotkin Collection)

SSL cars 111 and 106, making up train 16, at Midwest, a new stop for a steel plant, on June 13, 1963. (John D. Horachek Photo, William Shapotkin Collection)

SSL train 16 (cars 111 and 106) departs Wilson siding and enters single-track territory as it heads west towards Chicago on June 13, 1963. (John D. Horachek Photo, William Shapotkin Collection)

SSL train 16 (cars 111 and 106) departs Wilson siding and enters single-track territory as it heads west towards Chicago on June 13, 1963. (John D. Horachek Photo, William Shapotkin Collection)

SSL car 110 (train 15) is on the bridge at Burns Ditch on June 13, 1963. (John D. Horachek Photo, William Shapotkin Collection)

SSL car 110 (train 15) is on the bridge at Burns Ditch on June 13, 1963. (John D. Horachek Photo, William Shapotkin Collection)

SSL cars 111, 353, 7, and 9 (train 8) at Miller at dawn on December 26, 1963. (John D. Horachek Photo, William Shapotkin Collection)

SSL cars 111, 353, 7, and 9 (train 8) at Miller at dawn on December 26, 1963. (John D. Horachek Photo, William Shapotkin Collection)

Train 8 approaching Miller, where it won't stop, on December 26, 1963. (John D. Horachek Photo, William Shapotkin Collection)

Train 8 approaching Miller, where it won’t stop, on December 26, 1963. (John D. Horachek Photo, William Shapotkin Collection)

SSL cars 24 and 39 (train 204) at Ogden Dunes on December 26, 1963. (John D. Horacheck Photo, William Shapotkin Collection)

SSL cars 24 and 39 (train 204) at Ogden Dunes on December 26, 1963. (John D. Horacheck Photo, William Shapotkin Collection)

SSL train 10, made up of cars 17, 12, 202, and 22, at speed on December 26, 1963. (John D. Horachek Photo, William Shapotkin Collection)

SSL train 10, made up of cars 17, 12, 202, and 22, at speed on December 26, 1963. (John D. Horachek Photo, William Shapotkin Collection)

SSL car 100 (train 9) is eastbound at the Lake Park Avenue crossing in the Lake Shore community just west of Michigan City on December 26, 1963. (John D. Horachek Photo, William Shapotkin Collection)

SSL car 100 (train 9) is eastbound at the Lake Park Avenue crossing in the Lake Shore community just west of Michigan City on December 26, 1963. (John D. Horachek Photo, William Shapotkin Collection)

SSL train 9 is near the county line between Porter and La Porte at US 12 just west of Michigan City on December 26, 1963. (John D. Horachek Photo, William Shapotkin Collection)

SSL train 9 is near the county line between Porter and La Porte at US 12 just west of Michigan City on December 26, 1963. (John D. Horachek Photo, William Shapotkin Collection)

SSL cars 107 and 40 (train 12) near Lake Shore at speed on December 26, 1963. (John D. Horachek Photo, William Shapotkin Collection)

SSL cars 107 and 40 (train 12) near Lake Shore at speed on December 26, 1963. (John D. Horachek Photo, William Shapotkin Collection)

SSL baggage car 504 is in the coach yard on the north side of Shops on December 26, 1963. Don's Rail Photos: "377 was built by St Louis Car Co in 1926 as ISC 377. It was assigned to IRR as 377 in 1932 and rebuilt as a combine in 1935. It was sold to CSS&SB as 504 in 1941 and used in 1942 as a straight baggage car. It was rebuilt in 1955 with windows removed and doors changed." (John D. Horachek Photo, William Shapotkin Collection)

SSL baggage car 504 is in the coach yard on the north side of Shops on December 26, 1963. Don’s Rail Photos: “377 was built by St Louis Car Co in 1926 as ISC 377. It was assigned to IRR as 377 in 1932 and rebuilt as a combine in 1935. It was sold to CSS&SB as 504 in 1941 and used in 1942 as a straight baggage car. It was rebuilt in 1955 with windows removed and doors changed.” (John D. Horachek Photo, William Shapotkin Collection)

NSL train 802, with Electroliner 803-804, goes onto private right-of-way at 5th and Harrison Streets in Milwaukee on December 31, 1962. (John D. Horachek Photo, William Shapotkin Collection)

NSL train 802, with Electroliner 803-804, goes onto private right-of-way at 5th and Harrison Streets in Milwaukee on December 31, 1962. (John D. Horachek Photo, William Shapotkin Collection)

NSL 181, 180, 704, 727, and 167 are lined up at the Milwaukee Terminal on March 4, 1962. Car 251 is at left. (John D. Horachek Photo, William Shapotkin Collection)

NSL 181, 180, 704, 727, and 167 are lined up at the Milwaukee Terminal on March 4, 1962. Car 251 is at left. (John D. Horachek Photo, William Shapotkin Collection)

NSL train 409 with cars 775 and 757 on 5th Street at Becher Street in Milwaukee on December 31, 1962. (John D. Horachek Photo, William Shapotkin Collection)

NSL train 409 with cars 775 and 757 on 5th Street at Becher Street in Milwaukee on December 31, 1962. (John D. Horachek Photo, William Shapotkin Collection)

In January 1963, NSL train 420, comprising cars 775, 737, and 750, heads south on 5th near Lincoln in Milwaukee. (John D. Horachek Photo, William Shapotkin Collection)

In January 1963, NSL train 420, comprising cars 775, 737, and 750, heads south on 5th near Lincoln in Milwaukee. (John D. Horachek Photo, William Shapotkin Collection)

NSL train 417, with cars 720, 738, and 759, heads north approaching Dempster Street on January 19, 1963. (John D. Horachek Photo, William Shapotkin Collection)

NSL train 417, with cars 720, 738, and 759, heads north approaching Dempster Street on January 19, 1963. (John D. Horachek Photo, William Shapotkin Collection)

NSL train 216, with cars 731, 703, 733, and 700 at Edison Court on January 19, 1963. (John D. Horachek Photo, William Shapotkin Collection)

NSL train 216, with cars 731, 703, 733, and 700 at Edison Court on January 19, 1963. (John D. Horachek Photo, William Shapotkin Collection)

In January 1962, NSL car 252 is on track 2 at the Milwaukee Terminal. (John D. Horachek Photo, William Shapotkin Collection)

In January 1962, NSL car 252 is on track 2 at the Milwaukee Terminal. (John D. Horachek Photo, William Shapotkin Collection)

On February 2, 1962, NSL train 417, made up of cars 250 and 763, is northbound at College Avenue in Milwuakee. (John D. Horachek Photo, William Shapotkin Collection)

On February 2, 1962, NSL train 417, made up of cars 250 and 763, is northbound at College Avenue in Milwuakee. (John D. Horachek Photo, William Shapotkin Collection)

NSL train 216, with cars 731, 703, 733, and 700 at 22nd Street in North Chicago on January 19, 1963. (John D. Horachek Photo, William Shapotkin Collection)

NSL train 216, with cars 731, 703, 733, and 700 at 22nd Street in North Chicago on January 19, 1963. (John D. Horachek Photo, William Shapotkin Collection)

On January 19, 1963, two days before abandonment, NSL train 216, made up of cars 731, 703, 733, and 700, are shown at Edison Court in Waukegan. (John D. Horachek Photo, William Shapotkin Collection)

On January 19, 1963, two days before abandonment, NSL train 216, made up of cars 731, 703, 733, and 700, are shown at Edison Court in Waukegan. (John D. Horachek Photo, William Shapotkin Collection)

NSL train 414 (car 746), is southbound at Piper's Road, the county line between Racine and Kenosha on February 10, 1962. (John D. Horachek Photo, William Shapotkin Collection)

NSL train 414 (car 746), is southbound at Piper’s Road, the county line between Racine and Kenosha on February 10, 1962. (John D. Horachek Photo, William Shapotkin Collection)

NSL train 414 leaves Dempster station in Skokie on a snowy January 19, 1963. (John D. Horachek Photo, William Shapotkin Collection)

NSL train 414 leaves Dempster station in Skokie on a snowy January 19, 1963. (John D. Horachek Photo, William Shapotkin Collection)

NSL cars 172, 163, 415, and 763 are parked on the pit track at Waukegan on January 19, 1963. (John D. Horachek Photo, William Shapotkin Collection)

NSL cars 172, 163, 415, and 763 are parked on the pit track at Waukegan on January 19, 1963. (John D. Horachek Photo, William Shapotkin Collection)

NSL train 410, made up of cars 750, 741, and 757 head uphill towards the Skokie Valley Route on December 9, 1962. (John D. Horachek Photo, William Shapotkin Collection)

NSL train 410, made up of cars 750, 741, and 757 head uphill towards the Skokie Valley Route on December 9, 1962. (John D. Horachek Photo, William Shapotkin Collection)

NSL train 410 leaves North Chicago Junction, where the tracks at right, which were formerly part of the Shore Line Route, but were only used for the Highwood Shops when this picture was taken on December 9, 1962. (John D. Horachek Photo, William Shapotkin Collection)

NSL train 410 leaves North Chicago Junction, where the tracks at right, which were formerly part of the Shore Line Route, but were only used for the Highwood Shops when this picture was taken on December 9, 1962. (John D. Horachek Photo, William Shapotkin Collection)

On a snowy December 31, 1962, train 409, with cars 775 and 757, prepares to climb the 5th Street hill from Becher Street. (John D. Horachek Photo, William Shapotkin Collection)

On a snowy December 31, 1962, train 409, with cars 775 and 757, prepares to climb the 5th Street hill from Becher Street. (John D. Horachek Photo, William Shapotkin Collection)

On the left at the NSL Milwaukee Terminal, train 422, with cars 755, 753, 726, and 252, is departing. The train at right, with cars 762 and 409, will remain for about an hour, before leaving as train 424. Meanwhile, one of the two Electroliners is scheduled to go out between them, but has not yet arrived. (John D. Horachek Photo, William Shapotkin Collection)

On the left at the NSL Milwaukee Terminal, train 422, with cars 755, 753, 726, and 252, is departing. The train at right, with cars 762 and 409, will remain for about an hour, before leaving as train 424. Meanwhile, one of the two Electroliners is scheduled to go out between them, but has not yet arrived. (John D. Horachek Photo, William Shapotkin Collection)

NSL train 404, with cars 764, 775, 768, and 761 approaches North Chicago Junction on October 6, 1962. (John D. Horachek Photo, William Shapotkin Collection)

NSL train 404, with cars 764, 775, 768, and 761 approaches North Chicago Junction on October 6, 1962. (John D. Horachek Photo, William Shapotkin Collection)

October 6, 1962 was one foggy morning on the NSL, as train 404 prepares to take a switch off Commonwealth Avenue at Valley junction in North Chicago. (John D. Horachek Photo, William Shapotkin Collection)

October 6, 1962 was one foggy morning on the NSL, as train 404 prepares to take a switch off Commonwealth Avenue at Valley junction in North Chicago. (John D. Horachek Photo, William Shapotkin Collection)

A freight loco meets a southbound passenger train at Green Bay Junction. (John D. Horachek Photo, William Shapotkin Collection)

A freight loco meets a southbound passenger train at Green Bay Junction. (John D. Horachek Photo, William Shapotkin Collection)

NSL 776 (train 409) passes train 409 at speed north of Racine on January 16, 1963. (John D. Horachek Photo, William Shapotkin Collection)

NSL 776 (train 409) passes train 409 at speed north of Racine on January 16, 1963. (John D. Horachek Photo, William Shapotkin Collection)

Here, we see NSL 165 through the rear door of 703 at Edison Court in Waukegan on January 16, 1963. (John D. Horachek Photo, William Shapotkin Collection)

Here, we see NSL 165 through the rear door of 703 at Edison Court in Waukegan on January 16, 1963. (John D. Horachek Photo, William Shapotkin Collection)

The view from the rear end of southbound train 420 at North Chicago Junction, where we see northbound train 421 and its rear car 151, in August 1959. (John D. Horachek Photo, William Shapotkin Collection)

The view from the rear end of southbound train 420 at North Chicago Junction, where we see northbound train 421 and its rear car 151, in August 1959. (John D. Horachek Photo, William Shapotkin Collection)

The crossing gates are down on August 18, 1959, as eastbound NSL train 220, made up of cars 725 and 719, prepares to cross East Prairie Road in Skokie (while passing a former rapid transit station). (John D. Horachek Photo, William Shapotkin Collection)

The crossing gates are down on August 18, 1959, as eastbound NSL train 220, made up of cars 725 and 719, prepares to cross East Prairie Road in Skokie (while passing a former rapid transit station). (John D. Horachek Photo, William Shapotkin Collection)

The same location today, as part of the CTA Yellow Line.

The same location today, as part of the CTA Yellow Line.

NSL merchandise dispatch cars 237 and 218 at Pettibone Yard on June 21, 1963, post-abandonment. (John D. Horachek Photo, William Shapotkin Collection)

NSL merchandise dispatch cars 237 and 218 at Pettibone Yard on June 21, 1963, post-abandonment. (John D. Horachek Photo, William Shapotkin Collection)

NSL cars 412, 154, and 767 at Roosevelt Roard on Chicago's "L" system on October 24, 1962. (John D. Horachek Photo, William Shapotkin Collection)

NSL cars 412, 154, and 767 at Roosevelt Roard on Chicago’s “L” system on October 24, 1962. (John D. Horachek Photo, William Shapotkin Collection)

NSL train 6 (car 726), has just left the Milwaukee terminal on January 16, 1963. Howard Odinius is at the controls. (John D. Horachek Photo, William Shapotkin Collection)

NSL train 6 (car 726), has just left the Milwaukee terminal on January 16, 1963. Howard Odinius is at the controls. (John D. Horachek Photo, William Shapotkin Collection)

NSL car 761 (train 6) prepares to depart the Milwaukee Terminal from track 3 on January 15, 1963. (John D. Horachek Photo, William Shapotkin Collection)

NSL car 761 (train 6) prepares to depart the Milwaukee Terminal from track 3 on January 15, 1963. (John D. Horachek Photo, William Shapotkin Collection)

NSL cars 703 and 725 at Edison Court in Waukegan on August 16, 1962. (John D. Horachek Photo, William Shapotkin Collection)

NSL cars 703 and 725 at Edison Court in Waukegan on August 16, 1962. (John D. Horachek Photo, William Shapotkin Collection)

Recent Correspondence

Kenneth Gear writes:

Mike Konopka, who did the restoration work on much of the Steventon tape collection, wrote a blog entry about it. Here is the link should you like to read it.

Over the last five years, Ken and I have worked together to digitize, restore, and make available once again the entire output of the former Railroad Record Club, which totaled about 42 LPs. During that time, through good fortune and Ken’s generosity, he was able to purchase the original master tapes and many other items relating to the RRC.

I count this as one of our most significant accomplishments to date. These classic recordings, and much more, are available in our Online Store.

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

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A Tribute to John F. Bromley

The Bromley holiday card from 2017.

The Bromley holiday card from 2017.

As we once again celebrate the holiday season, we all have many reasons to be thankful, including each other. I regret to inform you, if you have not already heard, of the recent passing of noted Canadian railfan historian and photographer John F. Bromley, who died on December 1st after a short illness. I believe he was about 80.

Mr. Bromley was a giant among Canadian railfans, and it is fair to say he was the preeminent historian of Toronto traction, for perhaps the last 50 years.

He authored TTC ’28: The Electric Railway Services of the Toronto Transportation Commission in 1928, published by Upper Canada Railway Society, Toronto (1979), and Fifty Years of Progressive Transit – A History of the Toronto Transit Commission, (with Jack May), published by the Electric Railroaders’ Association (1978). While these are both long out of print, you should have no difficulty in finding them on the used market.

In addition to being a friend of this blog, Mr. Bromley contributed to the various railfan books that I have worked on, including Chicago Streetcar Pictorial: The PCC Car Era, 1936-58 (CERA Bulletin 146), Chicago Trolleys, and Building Chicago’s Subways. Besides his own photographs, which are excellent, he had an extensive collection of many others, including some rare original 1942 Kodachrome slides of the Chicago Surface Lines. Those would be, as far as I know, among the very earliest color CSL images of any kind. Unfortunately, the name of the photographer is not known.

John Bromley specialized in night photography, as you will see in the tribute below, created by Bill Volkmer. This was oriiginally made as a PDF slideshow, and if you want, you can still view it that way here, but since not everyone would be able to see it, I have separated it out into images. We thank Mr. Volkmer for making this tribute, and for sharing it with our readers.

We follow after that with a selection of images from the John F. Bromley Collection that have previously appeared here.

We also have additional contributions from noted Milwaukee historian Larry Sakar, William Shapotkin, and a few recent finds of our own. We thank all our contributors.

Happy Holidays!

-David Sadowski

PS- You can see more pictures by John F. Bromley, or from his collection, here and here. If you ike his style of night shots, we have more in our previous posts Night Beat and Night Beat, Jersey Style.

CSL 4010 and 4035 in experimental paint at the Madison-Austin loop on November 24, 1945. (John F. Bromley Collection)

CSL 4010 and 4035 in experimental paint at the Madison-Austin loop on November 24, 1945. (John F. Bromley Collection)

CSL 7027 is southbound at Dearborn and Monroe, the east end of route 20 Madison, in June 1946. (Ohio Brass Photo, John F. Bromley Collection)

CSL 7027 is southbound at Dearborn and Monroe, the east end of route 20 Madison, in June 1946. (Ohio Brass Photo, John F. Bromley Collection)

CTA 4400 southbound on Clark at Arthur, August 15, 1956. (John F. Bromley Photo, M. D. McCarter Collection)

CTA 4400 southbound on Clark at Arthur, August 15, 1956. (John F. Bromley Photo, M. D. McCarter Collection)

CTA 7208 southbound on Clark at Van Buren, a view from the Loop "L", on August 15, 1956. (John F. Bromley Photo, M. D. McCarter Collection)

CTA 7208 southbound on Clark at Van Buren, a view from the Loop “L”, on August 15, 1956. (John F. Bromley Photo, M. D. McCarter Collection)

CTA 4218 at State and 95th on April 4, 1948 (route 36 - Broadway-State). (John F. Bromley Collection)

CTA 4218 at State and 95th on April 4, 1948 (route 36 – Broadway-State). (John F. Bromley Collection)

CSL 4039 at Madison and Austin on June 30, 1946. (Barney Neuburger Collection, Courtesy of John F. Bromley)

CSL 4039 at Madison and Austin on June 30, 1946. (Barney Neuburger Collection, Courtesy of John F. Bromley)

CSL 4051 at the Madison and Austin loop on February 22, 1942. This car had previously been modified with an experimental door arrangement later used on the 600 postwar Chicago PCCs. By the time this picture was taken, it had been partially returned to its original configuration. As John Bromley notes, "The car is not yet fully restored after the rear entrance experiment. It’s missing one front door and is thus in a hybrid state." (James J. Buckley Photo, Krambles-Peterson Archive)

CSL 4051 at the Madison and Austin loop on February 22, 1942. This car had previously been modified with an experimental door arrangement later used on the 600 postwar Chicago PCCs. By the time this picture was taken, it had been partially returned to its original configuration. As John Bromley notes, “The car is not yet fully restored after the rear entrance experiment. It’s missing one front door and is thus in a hybrid state.” (James J. Buckley Photo, Krambles-Peterson Archive)

CTA 818 by the Park Theatre at Lake and Austin on August 13, 1948. I don't believe the movie theatre stayed open much later than this. (John F. Bromley Collection)

CTA 818 by the Park Theatre at Lake and Austin on August 13, 1948. I don’t believe the movie theatre stayed open much later than this. (John F. Bromley Collection)

C&WT 155 on private right-of-way west of the Brookfield Zoo on April 11, 1948, on the CERA "day after abandonment" fantrip. (John F. Bromley Collection)

C&WT 155 on private right-of-way west of the Brookfield Zoo on April 11, 1948, on the CERA “day after abandonment” fantrip. (John F. Bromley Collection)

C&WT at 52nd and 36th on February 28, 1938. (John F. Bromley Collection)

C&WT at 52nd and 36th on February 28, 1938. (John F. Bromley Collection)

C&WT 119 on August 19, 1947. (John F. Bromley Collection)

C&WT 119 on August 19, 1947. (John F. Bromley Collection)

C&WT 138 at the Brookfield Zoo on July 22, 1938, on the busy LaGrange line. The zoo first opened in 1934. Within a year or two, all West Towns streetcars would be repainted blue. (John F. Bromley Collection)

C&WT 138 at the Brookfield Zoo on July 22, 1938, on the busy LaGrange line. The zoo first opened in 1934. Within a year or two, all West Towns streetcars would be repainted blue. (John F. Bromley Collection)

C&WT 15 on DesPlaines Avenue on April 11, 1948. The occasion was a Central Electric Railfans' Association fantrip, held the day after West Towns streetcar service came to an end. Note one of the distinctive C&WT shelters at rear. (John F. Bromley Collection)

C&WT 15 on DesPlaines Avenue on April 11, 1948. The occasion was a Central Electric Railfans’ Association fantrip, held the day after West Towns streetcar service came to an end. Note one of the distinctive C&WT shelters at rear. (John F. Bromley Collection)

C&WT line car 15 at Harlem and Cermak on August 19, 1947. (John F. Bromley Collection)

C&WT line car 15 at Harlem and Cermak on August 19, 1947. (John F. Bromley Collection)

CSL 1933 at Chicago Avenue and Lake Shore Drive on May 12, 1947. (John F. Bromley Collection)

CSL 1933 at Chicago Avenue and Lake Shore Drive on May 12, 1947. (John F. Bromley Collection)

CTA 6034 is at Kedzie and Bryn Mawr, the north end of route 17, on April 16, 1949. (John F. Bromley Collection)

CTA 6034 is at Kedzie and Bryn Mawr, the north end of route 17, on April 16, 1949. (John F. Bromley Collection)

CSL 3217 is on route 73 - Armitage on July 1, 1946. (John F. Bromley Collection) Andre Kristopans: "EB passing Mozart Park at Armitage and Avers."

CSL 3217 is on route 73 – Armitage on July 1, 1946. (John F. Bromley Collection) Andre Kristopans: “EB passing Mozart Park at Armitage and Avers.”

CSL 3212 heads up the line-up at Archer Station (car house) on October 16, 1946. (John F. Bromley Collection)

CSL 3212 heads up the line-up at Archer Station (car house) on October 16, 1946. (John F. Bromley Collection)

CSL 2802 is on Anthony Avenue at Commercial Avenue in this July 13, 1941 photo. Note the Pennsylvania Railroad station at rear. (John F. Bromley Collection) Bob Laich: "The building immediately behind CSL 2802 on Anthony Avenue was PRR’s South Chicago freight station, which was built at street level. The platform for the South Chicago passenger station can be seen on the elevation in the right background." Andre Kristopans adds, "something odd here – note “Special” sign in front window. Appears to be a charter waiting for its party off the PRR." This must be Central Electric Railfans' Association fantrip #35, which used this car on that date.

CSL 2802 is on Anthony Avenue at Commercial Avenue in this July 13, 1941 photo. Note the Pennsylvania Railroad station at rear. (John F. Bromley Collection) Bob Laich: “The building immediately behind CSL 2802 on Anthony Avenue was PRR’s South Chicago freight station, which was built at street level. The platform for the South Chicago passenger station can be seen on the elevation in the right background.” Andre Kristopans adds, “something odd here – note “Special” sign in front window. Appears to be a charter waiting for its party off the PRR.” This must be Central Electric Railfans’ Association fantrip #35, which used this car on that date.

CTA 3266 at 71st and California on the 67-69-71 route on May 29, 1949. (John F. Bromley Collection)

CTA 3266 at 71st and California on the 67-69-71 route on May 29, 1949. (John F. Bromley Collection)

CTA 6236 at 71st and California on the 67-69-71 route on May 29, 1949. (John F. Bromley Collection)

CTA 6236 at 71st and California on the 67-69-71 route on May 29, 1949. (John F. Bromley Collection)

CTA 5508 at 79th and Western on May 29, 1949. That looks like a 1948-50 Packard at left, which some have nicknamed the "pregnant elephant" styling. We can catch a glimpse of the nearby CTA turnback loop for route 49 - Western at right. (John F. Bromley Collection)

CTA 5508 at 79th and Western on May 29, 1949. That looks like a 1948-50 Packard at left, which some have nicknamed the “pregnant elephant” styling. We can catch a glimpse of the nearby CTA turnback loop for route 49 – Western at right. (John F. Bromley Collection)

CSL Pullman 677 on the outer end of Milwaukee Avenue on March 4, 1946. (John F. Bromley Collection) Andre Kristopans: "677 – Most likely on Milwaukee north of Central where many cars turned back. Originally turnback point was Gale St, right where Jefferson Park terminal now is, but later was moved to Central."

CSL Pullman 677 on the outer end of Milwaukee Avenue on March 4, 1946. (John F. Bromley Collection) Andre Kristopans: “677 – Most likely on Milwaukee north of Central where many cars turned back. Originally turnback point was Gale St, right where Jefferson Park terminal now is, but later was moved to Central.”

CSL Pullman 696 at the Museum Loop in Grant Park in April 1940. (John F. Bromley Collection)

CSL Pullman 696 at the Museum Loop in Grant Park in April 1940. (John F. Bromley Collection)

CSL Pullman 431 on Cicero Avenue, February 22, 1940. (John F. Bromley Collection)

CSL Pullman 431 on Cicero Avenue, February 22, 1940. (John F. Bromley Collection)

CTA Sedan 3377, showing the original door configuration, southbound on Cottage Grove at 95th Street on May 6, 1951. (John D. Koschwanez Photo, John F. Bromley Collection)

CTA Sedan 3377, showing the original door configuration, southbound on Cottage Grove at 95th Street on May 6, 1951. (John D. Koschwanez Photo, John F. Bromley Collection)

CTA Sedans (Peter Witts) 3360 and 3347 are shown here at south Shops in 1952, having been converted to one-man with the removal of some center doors. There were 25 cars so modified, but as far as I know, only one ran in service in this setup. (Robert W. Gibson Photo, John F. Bromley Collection)

CTA Sedans (Peter Witts) 3360 and 3347 are shown here at south Shops in 1952, having been converted to one-man with the removal of some center doors. There were 25 cars so modified, but as far as I know, only one ran in service in this setup. (Robert W. Gibson Photo, John F. Bromley Collection)

Prewar CTA PCC 7020, now converted to one-man operation, is southbound at Western and Maypole in May 1956, about a month before the end of streetcar service on route 49. The prewar cars were used for 364 days on this line. In the back, that is the Lake Street "L", which, oddly enough, does not have a stop on this busy street. (John F. Bromley Collection)

Prewar CTA PCC 7020, now converted to one-man operation, is southbound at Western and Maypole in May 1956, about a month before the end of streetcar service on route 49. The prewar cars were used for 364 days on this line. In the back, that is the Lake Street “L”, which, oddly enough, does not have a stop on this busy street. (John F. Bromley Collection)

CTA 4409 and 4390 at the beautifully landscaped Western-Berwyn loop on May 13, 1950. (John D. Koschwanez Photo, John F. Bromley Collection)

CTA 4409 and 4390 at the beautifully landscaped Western-Berwyn loop on May 13, 1950. (John D. Koschwanez Photo, John F. Bromley Collection)

Pullman-built CTA PCC 4148 southbound at Clark and Thome on May 13, 1950. That is a safety island at right, to protect passengers from errant vehicles. (John D. Koschwanez Photo, John F. Bromley Collection)

Pullman-built CTA PCC 4148 southbound at Clark and Thome on May 13, 1950. That is a safety island at right, to protect passengers from errant vehicles. (John D. Koschwanez Photo, John F. Bromley Collection)

Chicago Surface Lines Brill car 6072 at Kedzie Station on January 28, 1942. (John F. Bromley Collection) I believe this car was built in 1914. You can see part of a Sedan in the background. These were used for fill-in service on Madison along with the prewar PCCs.

Chicago Surface Lines Brill car 6072 at Kedzie Station on January 28, 1942. (John F. Bromley Collection) I believe this car was built in 1914. You can see part of a Sedan in the background. These were used for fill-in service on Madison along with the prewar PCCs.

Chicago Surface Lines 5241 on 111th Street near Vincennes on August 3, 1947. The sign on the front of the car indicates this was on through route 8. According to www.chicagrailfan.com, "Various Through Route combinations existed throughout the early history of this route. Original Through Route operated between Grace/Halsted and 63rd/Stony Island via Halsted and 63rd St. Beginning in 1912, some Halsted service, mainly route 42 Halsted-Downtown service, began operating south of 79th St. via Vincennes and 111th St. to Sacramento, over what now is the 112 route. While for most of through service continuing north on Halsted, the south terminal remained 79th St. Effective 5/24/31, the through Halsted service generally turned around at 111th/Sacramento, with the downtown service generally turning at 79th St. Through service south of 79th St. discontinued 12/4/49, when segment south of 79th St. was converted to buses." (John F. Bromley Collection) Our resident South Side expert M. E. adds, "The caption begins: "Chicago Surface Lines 5241 on 111th Street near Vincennes on August 3, 1947." Not quite. 111th St. approaches Vincennes Ave. only from the east. The car line on 111th St. was not route 8. Instead, route 8 was on Vincennes. Vincennes Ave. continued south of 111th one block to Monterey Ave., whereupon route 8 cars turned right onto Monterey, then about three blocks later, onto 111th St. heading west. (To see all this on a map, use maps.google.com and plug in '60643 post office'.) As for the photo, I'd say this car is on Vincennes, heading south, anywhere between 109th and Monterey. I say 109th because route 8 left its private right-of-way (which started at 89th St.) at 107th St. and ran south from 107th on the street."

Chicago Surface Lines 5241 on 111th Street near Vincennes on August 3, 1947. The sign on the front of the car indicates this was on through route 8. According to http://www.chicagrailfan.com, “Various Through Route combinations existed throughout the early history of this route. Original Through Route operated between Grace/Halsted and 63rd/Stony Island via Halsted and 63rd St. Beginning in 1912, some Halsted service, mainly route 42 Halsted-Downtown service, began operating south of 79th St. via Vincennes and 111th St. to Sacramento, over what now is the 112 route. While for most of through service continuing north on Halsted, the south terminal remained 79th St. Effective 5/24/31, the through Halsted service generally turned around at 111th/Sacramento, with the downtown service generally turning at 79th St. Through service south of 79th St. discontinued 12/4/49, when segment south of 79th St. was converted to buses.” (John F. Bromley Collection) Our resident South Side expert M. E. adds, “The caption begins: “Chicago Surface Lines 5241 on 111th Street near Vincennes on August 3, 1947.” Not quite. 111th St. approaches Vincennes Ave. only from the east. The car line on 111th St. was not route 8. Instead, route 8 was on Vincennes. Vincennes Ave. continued south of 111th one block to Monterey Ave., whereupon route 8 cars turned right onto Monterey, then about three blocks later, onto 111th St. heading west. (To see all this on a map, use maps.google.com and plug in ‘60643 post office’.) As for the photo, I’d say this car is on Vincennes, heading south, anywhere between 109th and Monterey. I say 109th because route 8 left its private right-of-way (which started at 89th St.) at 107th St. and ran south from 107th on the street.”

The picture above has sparked some controversy over where it was taken. Here is some additional correspondence from John Habermaas:

Merry Christmas… thanks for posting another treasure trove of Surface Lines photos. I am reasonably sure the photo of the Halsted car shown at 111th and Vincennes is on 111th east of Vincennes. Surface Lines parked trippers on 111th to operate to Sacramento to accommodate (the) rush of students from nearby Morgan Park High’s afternoon dismissal. Since the east 111th route was an early abandonment, I suspect the tracks east of that point were no longer used.

Often saw cars parked on this short section laying over until they were needed…often as trippers intended to run westbound to Sacramento. It was a long time ago so I could wrong about this car. The route on 111th between Cottage Grove and Vincennes was discontinued by the Surface Lines in SEP ’45 very likely because much of it was single track and though (it) had light usage, required a two man crew due the many RR grade crossings.

When I was in elementary school I often went to watch the cars climb the 111th street hill. Once in which awhile a HS prankster would reach out the rear window if was opened and pull the trolley rope to de-wire the pole stalling the car on the hill. Most of the Brills apparently could not restart the ascent up the hill, and would have to back down the hill to Longwood Drive for a fresh start, with I suspect the conductor guarding the window.

David took a closer look at picture, this car is definitely parked on the short section of active track between Vincennes and the Rock Island mainline. If you look closely you can see the gates at the crossing for the Rock Island mainline (not to be confused with the Rock Island suburban branch which the route 8 cars cross Hale… looks much different as the line made a jog from Monterey to W 111th).

Most of M. E.’s comments about the Halsted route are correct, except for his guess about the location of the streetcar. It is on 111th Street east of Vincennes. He may not be aware of the Surfaces Line’s practice using portion of the abandoned 111th Street line as layover point. I do remember seeing streetcars positioned there. The line on Vincennes was originally built by the C&IT (Chicago and Interurban Traction) which had (a) carbarn at 88th and Vincennes. That early traction ordinance made them divest their property within the city. The CSL used the 88th street carbarn for dead storage, until streetcar service on Halsted was abandoned south of 79th. The portion of the line west of Vincennes on Monterey and 111th was a branch line built to serve the cemeteries at 111th and Sacranento.

I am impressed with John Bromley’s photos. You can see, from these blow ups, the quality of his photos and how detailed it is. The one photo shows that the car is just standing with no motorman at the controls. The second shoes the stretch behind the car and you can clearly make out the Rock Island RR crossing gates. The location is definitely 111th east of Vincennes as John captioned it.

Thank you for sharing your excellent insights.

This picture of CTA one-man car 3236, taken on January 14, 1950 shows it crossing Maplewood Avenue on what is obviously an east-west trolley line. John F. Bromley, who sold me this negative, was unsure of the location. Jeff Wien writes, "I would guess that it is at 71st & Maplewood. Bill Hoffman lived all of his life at 6664 S. Maplewood which was a half mile north. Maplewood is a block or two west of Western. Route 67 covered 67th, 69th and 71st as far west as California (2800). Maplewood is around 2600 West. Check out the streets to see if I am correct. The one man cars were used on route 67." Looks like Jeff is correct, as further research shows that the house at left is still standing at 7053 S. Maplewood.

This picture of CTA one-man car 3236, taken on January 14, 1950 shows it crossing Maplewood Avenue on what is obviously an east-west trolley line. John F. Bromley, who sold me this negative, was unsure of the location. Jeff Wien writes, “I would guess that it is at 71st & Maplewood. Bill Hoffman lived all of his life at 6664 S. Maplewood which was a half mile north. Maplewood is a block or two west of Western. Route 67 covered 67th, 69th and 71st as far west as California (2800). Maplewood is around 2600 West. Check out the streets to see if I am correct. The one man cars were used on route 67.” Looks like Jeff is correct, as further research shows that the house at left is still standing at 7053 S. Maplewood.

John sent me this picture last year, but I didn’t get around to using it until now.

You might be interested in this, pulled off the Internet. Original caption noted this as ”Bronzeville”. CSL April 1941 47th ST looking west.

Cheers
John

Recent Correspondence

Larry Sakar writes:

Here’s a little bit of a mix of things for The Trolley Dodger if you’re interested. First, in keeping with the season here is a picture taken at the corner of N. 4th St. and W. Wisconsin Ave. ca. Xmas 1927. The photographer is facing northeast. The letters “RA” at the bottom of that large sign across the street (NE corner of 4th & Wisconsin) are the last two in the name “Alhambra”. The Alhambra was a movie theater that stood until about 1960 on the northeast corner of 4th & Wisconsin. Directly across the street as you can see was the Boston Store Dept. store. The building is still there but Boston Store went out of business either late last year or earlier this year. For anyone who ever shopped at Carson’s in Chicago, Boston Store was identical. At one time both were owned by P.A. Bergner Co. Note the TM 600 series car westbound on Wisconsin Ave. running on Rt. 12w – 12th St. Brouwer’s next door to the theater was a shoe company one of many shoe stores in downtown like Thom Mc Cann and Packard-Rellin. To the best of my knowledge they, like the movie theaters are now gone.

We know this has to be 1927 or later because of the movie playing at the Alhambra. “Swim Girl Swim” starring Bebe Daniels (1901-1971) was released in 1927. It was a silent movie. Ms.. Daniels was both a star of silent films and talkies. Her biography says she even made a few television appearances. The “Center” destination on the 600 is a bit curious. Rt. 12 streetcars ran all the way to N. Holton & E. Richards Sts. Perhaps it was short turning for some reason. The decorations atop the Boston Store marquee tell us this is Christmas season. Today, the Henry Reuss Federal Plaza occupies the entire north side of Wisconsin Ave. from N. 3rd to N. 4th Sts. Its blue exterior has earned it the nickname “Blue Whale.”

Now for two photographs I call “Foolers.” They’re not where their destination sign says they are. Both of these were real head-scratchers, until I finally determined where they are. The photo of car 651 with TM shorthand of WAU co BLDGS” and a route 10 in the route sign box made me think this was somewhere near the Muirdale Sanitorium (for patients with TB) which was served by Rt. 10 streetcars continuing west from the Harwood Ave. terminal in the heart of the Wauwatosa Village to the Sanitorium in Muirdale. This was out on Watertown Plank Rd. Service west of Harwood Ave. was converted to buses in 1937. WAU CO BLDGS meant Wauwatosa County Buildings. The former Sanitorium still stands today on Research Drive in the Milwaukee County Research Park adjacent to the massive Froedtert Hospital Campus. It is presently used as an office building. Dave Stanley helped me figure out where this really is. The car is laying over at S. 84th & W. Lapham Ave., the west end of RT 19. In all probability the photographer (unknown) talked the motorman into rolling up that sign which hadn’t been used in years. The last 600s ended service in early 1949 except for 607, which was saved by the Railroad Historical Foundation also known as the “607 Gang.” It is often seen in photographs amid the surplus ex TM 1100s stored on the tracks leading into the never completed Rapid Transit subway ca.1949-51 In 1952, The RHF received notice from Hyman-Michaels Scrap Co. that the car had to be removed from the Speedrail property or it would be scrapped. With all of the RHF members save one having been drafted (Korean War) there was nowhere to go with the streetcar, so it was sold to HM for scrap.

When I received the photo of car 943 I couldn’t figure out where the car was on 35th St. Rt 35 was the 35th St route. The 35th St. destination in the sign below the roof route sign made zero sense. If it was a northbound car the destination would say either Burleigh or Fond du lac as the tri-intersection of N. 35th , W. Burleigh St. and W. Fond du lac Ave. was the northern terminus (the west side of Fond du lac car station). If it was southbound the destination would be Mt. Vernon Ave. (the last street before heading across the 35th St. viaduct which streetcars never crossed). Upon closer examination I realized just where this is and what it is. It’s a TM publicity photo. Car 943 is westbound on W. Michigan St. between N. 3rd and N. 4th Sts. The “crowd” waiting to board are TM employees doubtlessly recruited from the Public Service Building out of the picture to the right of 943 . Now take a closer look between the “Front Entrance Safety Car” sign on 943’s right front dash and the “crowd”. This was obviously a time exposure. You see a “ghosted” 1100 series interurban probably headed into the PSB from Sheboygan. or perhaps headed the opposite way. It’s hard to tell.

Recently, I sent you a picture of Al Buetschle, who saved TM 978, holding up pieces from the shattered car 39 . This was at the site of the 9-2-50 fatal head-on collision post abandonment. Here are two more photos. In the first one Al holds up a roof ventilator and another piece of the shattered lightweight duplex. Car 1192 (duplex 1192-93) plowed thru 3/4ths of car 39 before stopping. Duplex 39-40 was so badly damaged that both were shoved off the r.o.w. into the drainage ditch along the east side of the r.o.w. The late Lew Martin, a member of the RHF, snapped this photo of people milling around in the wreckage of car 39. This is followed by a shot of duplex 45-46 enroute Hales Corners at the accident site some time later. I believe Lew Martin also took this photo. In addition to Al with the roof ventilator we see his friend Lee Bremer holding up one of the door panels from car 39. Neither of them owned a car in 1952 so taking the door home with them was not an option. It would have been a bit clumsy to haul on a Transport Co. bus!

I also recently sent a photo of the Port Washington station as it looked in service and in 1983. Here is a much better photo showing KMCL D3 (formerly D23) on the loop with the station at the left. The photo is from the Don Ross collection. In 1983 the QWIK Cement Co. and just about everything else that surrounded the loop was gone replaced by a Wisconsin Telephone Co. bldg. The former station did not appear to be in use.

Unfortunately, it appears that Al Buetschle passed away sometime in 2018. He was probably in his mid-80s.

Larry continues:

Here are two more photos of the 978. The first one is an Ed Wilson photo. I am guessing this is sometime in the 1940s. The location is East Wisconsin Ave near N. Van Buren St. The building with the tall columns rising above 978 is the Northwestern Mutual Life Insurance Co. headquarters. The C&NW lakefront depot would be behind the photographer photo left one block east. Unfortunately, Milwaukee could not see fit to save it, just as they couldn’t with the Milwaukee Road Everett St. station and the North Shore station. I believe it was author Jim Scribbins who said in one of his books, “Milwaukee does not practice urban renewal. In Milwaukee it’s urban removal!”

One thing seen in this photo is rather odd. Rt. 13-Clybourn-Michigan never ran 900 series cars. The ex-Racine city cars renumbered into the 750 series and the 800s were the cars that saw service on Rt. 13. Rt. 13 was an early victim of bustitution as I like to call it being converted to trolley bus on 9-14-41. The route was discontinued by MCTS several years ago due to lack of riders.

The second photo of the 978 was taken by the late Ernie Maragos of Racine, WI in the summer of 1957. Among newsworthy events that year the then Milwaukee Braves won the World Series. It would be the last summer for Milwaukee streetcars. In Ernie’s picture 978 has just crossed the Wells St. bridge over the Milwaukee River, and will soon stop for N. Water St. If Ernie had turned to his right you would be seeing the Oneida St. WEPCO power plant and the west end of the famous Pabst Theatre. Oneida St. was the original name of Wells St. and was named for the Native American tribe that lived in the area before Milwaukee became a city in 1850. The Power Plant was decommissioned some time ago and is now a theatre, like the Pabst next door presenting live stage performances. I believe they call it the “Powerhouse Theatre.”

When it comes to colossal mistakes the Milwaukee & Suburban Transport Company (which bought out TMER&T in late 1952) decided to move a group of surplus streetcars to the stadium spur in Calvary Cemetery cut in the winter of 1955-56. The cars were surplus, because by this time only two or three streetcar lines remained. Space needed to be created for new incoming GM Diesel buses. This was not a scrap line. The cars were stored here for lack of someplace better The photo of car 925 taken by TM interurban motorman Ed Wilson shows what happened. Vandals took full advantage. Note the holes in 925’s front window made by rocks probably taken from track ballast on the streetcar tracks. The spur had been laid on the abandoned Rapid Transit Line r.o.w. in 1953.

Al Buetschle, who saved car 978, recalled that one day while riding a RT. 10 Wells-West Allis streetcar through the cut he saw Transport Company employees laying ballast and rails where the Rapid Transit tracks had been just a year earlier. As he tells it, he immediately got off at the Hawley Rd. station (seen in back of the 925) and walked down the r.o.w. to where the construction crew was working. He thought that the Rapid Transit might be coming back but no such luck. The crew informed him that this was to be a new storage track for streetcars serving County Stadium about one-half mile east. When streetcar service ended on March 1, 1958 the spur was no longer needed and the tracks were taken up in May.

One other thing of note in Ed Wilson’s picture. The covered stairs leading up to the Hawley Rd. overpass were unique to this stop. The Calvary Cemetery cut was part of Phase 3 of the city of Milwaukee Rapid Transit project. This phase was known as the Fairview Ave. grade separation project, which removed streetcar and interurbans from street running on Fairview Ave. between 60th and 68th Sts. and placed them on a magnificent 4-track private right-of-way parallel to Fairview Ave. Streetcars stopped at Hawley Rd. 60th St., 62nd St., 65th St. and then descended to street level approaching 68th St. Rapid Transit trains stopped only at 68th St. Streetcars continued across 68th and turned south beneath the 68th St. station overpass, which was actually closer to 69th St. Upon going under the bridge they once again turned west for 1-1/2 blocs to S. 70th St. which they paralleled on a private right-of-way next to S. 70th St. The Wells-West Allis branch terminated at the intersection of S. 70th St. and W. Greenfield Ave. adjacent to the Allis Chalmers Co. Today both the streetcars and the Allis Chalmers Co. plant are gone.

TM 978 at N. Van Buren St. & E. Wisconsin Ave. Ed Wilson photo

TM 978 at N. Van Buren St. & E. Wisconsin Ave. Ed Wilson photo

M&STC 978 EB on Wells St. between Milw. River and N. Water St. Summer, '57 Ernie Maragos photo

M&STC 978 EB on Wells St. between Milw. River and N. Water St. Summer, ’57 Ernie Maragos photo

M&STC 933 et al stored on Stadium spur 1-56 Don Ross photo

M&STC 933 et al stored on Stadium spur 1-56 Don Ross photo

M&STC 925 stored at west of Stadium spur Winter 1955-56 Ed Wilson photo

M&STC 925 stored at west of Stadium spur Winter 1955-56 Ed Wilson photo

More from Larry:

Here are a few additional items I think Trolley Dodger readers might enjoy. In one of your recent posts you featured a photo of a TM 1100 near the 68th St. station. 68th was a major stop both westbound and eastbound. For westbound passengers this was the first point where they could transfer to continue to West Allis. In this case, you walked down the station stairs and waited for a RT 10-Wells-West Allis streetcar which stopped beneath the Rapid Transit overpass. It would take you all the way to S. 70th St. & W. Greenfield Ave., adjacent to the Allis Chalmers Co. plant. During State Fair week, streetcars turned west on Greenfield and continued to State Fair Park at S. 82nd St. The other West Allis transfer point was S. 84th St., where you boarded a Transport Co. Rt 67 bus to get to West Allis. West Allis car station was in the heart of West Allis at S. 84th & W. Lapham Ave. All trains stopped at 68th St.

The bridge over Brookdale Dr. on the Hales Corners line seemed to be a favorite spot for fans to take pictures of trains headed for Hales Corners, or in earlier years Burlington (until 1938 and West Troy (until 1939). The inaugural Speedrail fan trip of October 16, 1949 using car 60 was no exception. The car was posed on the Brookdale bridge, and it seems that almost every fan aboard it took almost the same picture. Brookdale siding, which stretched all the way from Brookdale Dr. siding to W. Layton Ave., was the point where the line built to carry workmen who were building the suburb of Greendale left the mainline and followed a single track r.o.w., built solely for that purpose. Once construction of Greendale was completed the tracks and wire came down. It was never intended to be a permanent, passenger carrying line.

In 2016, my colleague Chris Barney took these two photos showing what was left of the abandoned r.o.w. at Brookdale Dr. The r.o.w. was graded down some years ago, but the fancy stone bridge over the nearby culvert remains to this day. Look below the Rapid Transit bridge and to the left to see it in Speedrail’s day. Other bits and pieces of the Milwaukee Rapid Transit Line can still be found. West of the Red Star Yeast Plant at about N. 28th St. the r.o.w. was built to accommodate four tracks, though only two were ever built. When I-94, the East-West Expressway, was built through here in the mid-to-late 1960’s, it was built over what had been the Rapid Transit line though at a much higher elevation. That was probably done to reduce the length of the on and off ramps. The abandoned r.o.w. was bought by the city of Milwaukee (the initial phase of the East-West Freeway was a city and not Milwaukee County project). In 1953, then WEPCO sold the abandoned r.o.w. between N. 8th St and W. Hibernia St 4-1/2 miles west to Soldiers Home (52nd St.) for $1,000,800, supposedly the price they paid for it in 1925. The high tension electric transmission towers, like the one seen in the background (that’s the 35th St. viaduct in back of it) of my photo, were moved over to the never used portion of the r.o.w., costing the City of Milwaukee and additional $500,000. Consider that according to trustee Bruno V. Bitker, Speedrail needed at least $250,000 to be successfully reorganized. In the 68-1/2 years since abandonment of the Rapid Transit, time has amply demonstrated which of the two was better (hint; it’s not the East-West Freeway.) In February 1951, when Speedrail VP of Operations Ed Tennyson and Metropolitan Transit Committee Chairman Al Kalmbach met with Milwaukee city officials, they were turned down by the aldermen who claimed that the city could not show favoritism to just the two wards through which The Rapid Transit operated. Yet, they didn’t seem one bit concerned about it when the expressway was built on the Rapid Transit line r.o.w. through those same two wards!

The black and white 8×10 photo of the 68th St. station is from a book later placed on microfilm called “Subways Along Milwaukee Rapid Transit Lines.” No, not the never completed subway. In this case “subways” referred to streets over which the Rapid Transit crossed on a bridge. Its purpose was apparently to measure the clearances, so that the info could be placed on the bridge for cars and trucks passing beneath. Every bridge between Hibernia St. and 84th St. was photographed in all four directions. Also checked for clearances was the North Shore Line from Oklahoma Avenue south to Howell and Rawson Aves. in Oak Creek. Today, all traces of the Rapid Transit line west of the west end of Calvary Cemetery cut have vanished. The embankments from S. 70th St. west were all removed in the mid-1960s, and power lines similar to the ones that now occupy the former NSL Skokie Valley Route placed in the middle of the abandoned r.o.w. The recent rebuilding of the Zoo Interchange has obliterated all traces of West Jct. Widening of Highway 100 (S. 108th St. between W. Forest Home Ave. and W. Edgerton Ave. in Hales Corners has eliminated what remained of the abandoned Hales Corners line r.o.w.

Here’s a great “Then and Now” Speedrail photo for you. The small b&w shows car 60 on the Brookdale Dr. bridge. The date is 10-16-49, and this is the inaugural fan trip introducing the 60 series curved side cars. I think just about every fan on that trip snapped a picture of the car sitting on that bridge. Fast forward to 2016. My colleague, Chris Barney took these photos at Brookdale Dr.
(this is on the Hales Corners line by the way). First, look beneath the bridge on the left hand side. You’ll see a stone barrier in front of a culvert that ran alongside the r.o.w. Now look at the bottom photo. In the center of the picture you see that same stone bridge. The abandoned r.o.w. has been completely removed. The “bridge” to which Chris was referring was the one over the Root River built by the Milwaukee Light Heat & Traction Co. in 1905. WEnergies removed it in 2017 because it was deteriorated to the point where it was going to fall into the river. They could access the power lines on either side of the river so the bridge was no longer needed.

I drew an arrow to the stone bridge in the 1949 photo. It can be kind of hard to make out in the 1949 photo. This entire area is part of Root River Parkway and yes, this is the same Root River crossed by the NSL near 4 1/2 Mile Rd. just north of Racine.

Aband Rapid Transit r.o.w. @ 32nd St. lkg west in 2003 by Larry Sakar

Aband Rapid Transit r.o.w. @ 32nd St. lkg west in 2003 by Larry Sakar

SR 60 posed on Brookdale Bridge from Brookdale Dr. 10-16-49

SR 60 posed on Brookdale Bridge from Brookdale Dr. 10-16-49

SR 60 on Brookdale Dr. bridge 10-16-49 inaugural fan trip. Herb Danneman coll.

SR 60 on Brookdale Dr. bridge 10-16-49 inaugural fan trip. Herb Danneman coll.

Brookdale Dr. xing in 2016 by Chris Barney

Brookdale Dr. xing in 2016 by Chris Barney

Showing culvert bridge in 1949 photo

Showing culvert bridge in 1949 photo

Speedrail 60 WB at 68th St. ca. Summer, 1950. L. Sakar coll.

Speedrail 60 WB at 68th St. ca. Summer, 1950. L. Sakar coll.

68th St. sta. lkg NE in 1937 City of MKE. Survey

68th St. sta. lkg NE in 1937 City of MKE. Survey

Charles Kronenwetter comments:

Love the latest set of photos, especially those from Milwaukee. One comment though, I believe that the photo of the 943 shows it Southbound on 3rd St right in front of PSB. (You can see the tracks heading into the building just to the right of the 943.) The park to the left is the one that sat in front of the Milwaukee Road depot. The building to the rear of the car is, I think the Medford Hotel and the white building to the left is the Boston Store. I’ve seen this photo somewhere else and you are correct, it was a staged photo using volunteers from the PSB.

The photo showing the fan holding up the door from the wrecked 39 appears to have been taken after the tracks had been pulled up. I never did hear what became of the ties after that although I do recall seeing a bulldozer with some sort of plow on the front, maybe out around the gravel pit.

I did salvage and still have a seat cushion from one of the last 1100s being scrapped which my dad picked up for me. I don’t know what to do with it but hate to see it tossed after all those years 🙂

Thanks for the great photos, keep up the good work 🙂

From the Collections of William Shapotkin:

CTA trolley bus 9509, heading south on Route 52 - Kedzie, is at Kedzie and 51st . (Charles E. Keevil Photo, William Shapotkin Collection)

CTA trolley bus 9509, heading south on Route 52 – Kedzie, is at Kedzie and 51st . (Charles E. Keevil Photo, William Shapotkin Collection)

This early postcard shows the Chicago "L" at a time, in the 1890s, when steam provided the power. I would presume this view is of Lake Street, with Wolf Point in the distance. (William Shapotkin Collection)

This early postcard shows the Chicago “L” at a time, in the 1890s, when steam provided the power. I would presume this view is of Lake Street, with Wolf Point in the distance. (William Shapotkin Collection)

This picture was taken on November 24, 1955, at Western Avenue and 75th, with a PCC heading north, about to go under the Belt Railway of Chicago. A mid-50s Ford heads south. (William Shapotkin Collection)

This picture was taken on November 24, 1955, at Western Avenue and 75th, with a PCC heading north, about to go under the Belt Railway of Chicago. A mid-50s Ford heads south. (William Shapotkin Collection)

CTA prewar PCC cars 4041, 4028, and others are on what appears to be the brand new turnaround loop at 63rd Place and Narragansett, which became the west end of Route 63 in 1948. The bus at left offered connecting service west of here. Previously, red streetcars ran to Oak Park Avenue, where they could easily turn back using a crossover, as they were double-ended. There is still a bus loop, although smaller, on this location. The first PCC is wearing "tiger stripes," intended to improve motorist visibility, while its follower has the colors applied by CSL in 1941. (William Shapotkin Collection)

CTA prewar PCC cars 4041, 4028, and others are on what appears to be the brand new turnaround loop at 63rd Place and Narragansett, which became the west end of Route 63 in 1948. The bus at left offered connecting service west of here. Previously, red streetcars ran to Oak Park Avenue, where they could easily turn back using a crossover, as they were double-ended. There is still a bus loop, although smaller, on this location. The first PCC is wearing “tiger stripes,” intended to improve motorist visibility, while its follower has the colors applied by CSL in 1941. (William Shapotkin Collection)

Chicago Surface Lines "Matchbox" 1423 is heading towards Fulton and Western. The notation on the back of the photograph says Fulton-21st-Canal. (William Shapotkin Collection) Andre Kristopans adds, "The Fulton-21 shot looks to be 21st and Sangamon, crossing the Burlington branch that came off the main at 16th and followed Sangamon down to the Lumber District line at Cermak. Mostly ripped up maybe 10 years ago. Lumber District line itself is barely alive with only one or two customers left."

Chicago Surface Lines “Matchbox” 1423 is heading towards Fulton and Western. The notation on the back of the photograph says Fulton-21st-Canal. (William Shapotkin Collection) Andre Kristopans adds, “The Fulton-21 shot looks to be 21st and Sangamon, crossing the Burlington branch that came off the main at 16th and followed Sangamon down to the Lumber District line at Cermak. Mostly ripped up maybe 10 years ago. Lumber District line itself is barely alive with only one or two customers left.”

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)

A westbound CTA Route 58 - Ogden streetcar descends into the Washington Street tunnel circa 1950, about to head under the Chicago River. (William Shapotkin Collection)

A westbound CTA Route 58 – Ogden streetcar descends into the Washington Street tunnel circa 1950, about to head under the Chicago River. (William Shapotkin Collection)

Roosevelt Road and Wabash Avenue in the late 1940s. (William Shapotkin Collection)

Roosevelt Road and Wabash Avenue in the late 1940s. (William Shapotkin Collection)

Recent Finds

This April 1975 view of Chicago's Loop "L" is notable, for three things in particular that are no longer there. The 2200-series railcars have been retired, the Sun-Times/Daily News building has been replaced by Trump Tower, and even the station where this photo was taken (Randolph and Wabash) is now gone.

This April 1975 view of Chicago’s Loop “L” is notable, for three things in particular that are no longer there. The 2200-series railcars have been retired, the Sun-Times/Daily News building has been replaced by Trump Tower, and even the station where this photo was taken (Randolph and Wabash) is now gone.

According to the notes the late Robert Selle made for this photograph, taken on October 26, 1958, this is the start of a Central Electric Railfans' Association fantrip. This was more than a year after passenger service had been abandoned on the Chicago Aurora and Elgin interurban. The location is a crossover just east of First Avenue in Maywood, and we are looking mainly to the east. Due to construction of the nearby Eisenhower Expressway, this would have been about as far east as CA&E trains could have gone at this time. Here, the line curved off to the right and headed southeast before crossing the DesPlaines River. Building the highway through that spot meant the CA&E tracks, and bridge, had to be moved slightly north of where they had been. This was all put back in place by 1959, but was never used since the interurban was abandoned. The fantrip train included cars 453 and 430. Mr. Selle did not identify the middle car in his notes, but no doubt it can be determined from other pictures taken on the same trip.

According to the notes the late Robert Selle made for this photograph, taken on October 26, 1958, this is the start of a Central Electric Railfans’ Association fantrip. This was more than a year after passenger service had been abandoned on the Chicago Aurora and Elgin interurban. The location is a crossover just east of First Avenue in Maywood, and we are looking mainly to the east. Due to construction of the nearby Eisenhower Expressway, this would have been about as far east as CA&E trains could have gone at this time. Here, the line curved off to the right and headed southeast before crossing the DesPlaines River. Building the highway through that spot meant the CA&E tracks, and bridge, had to be moved slightly north of where they had been. This was all put back in place by 1959, but was never used since the interurban was abandoned. The fantrip train included cars 453 and 430. Mr. Selle did not identify the middle car in his notes, but no doubt it can be determined from other pictures taken on the same trip.

Bob Selle took this picture on August 8, 1954, during a Central Electric Railfans' Association fantrip on the Chicago Aurora and Elgin interurban, using wood car 310. This was a photo stop on the freight-only Mt. Carmel branch, which ran alongside Mannheim Road. Mr. Selle identified this location as a quarry, but it would be interesting to know just how far south this was. It may be possible to determine this from the location of the houses at right, assuming they are still there. As far as I know, tracks at this time ended just south of Roosevelt Road and had once served the cemetery there.

Bob Selle took this picture on August 8, 1954, during a Central Electric Railfans’ Association fantrip on the Chicago Aurora and Elgin interurban, using wood car 310. This was a photo stop on the freight-only Mt. Carmel branch, which ran alongside Mannheim Road. Mr. Selle identified this location as a quarry, but it would be interesting to know just how far south this was. It may be possible to determine this from the location of the houses at right, assuming they are still there. As far as I know, tracks at this time ended just south of Roosevelt Road and had once served the cemetery there.

Recent Correspondence

Jeff Haertlein wanted to share this video with you that he found on YouTube, showing the extensive model train layout called a Minirama that was on display in the Wisconsin Dells for many years:

Graham Titley writes:

Firstly can I say how much I have enjoyed reading through many of the posts and how informative they are!

I am part of a Facebook group that have been ‘challenged’ to identify a photo of a interurban/streetcar/tram accident.

I have found several images of nearly similar trams (for simplicity I’ll only type this term), some in Chicago and Milwaukee in your posts, as well as early trams in Adelaide and Melbourne, Australia – without finding what I consider an exact match. The main issue is the low placement of the light on the front and the style of the ride board/bumper. The tram is clearly aluminium or steel as the frontage under the windows is a single curve.

There appears to be no identification numbers or names on the front.

It is possible that the image is of a crash in Northern Europe – however, I think the single arm connector makes it more likely that the location is North America.

I would be grateful for any thoughts that you may have.

In my gut I think the locale is North America, possibly Illinois, Connecticut or New England, or perhaps Canada – rather than being Europe.

I have found similarities with cars built by American Car Co, Brill Hicks, Cincinnati Car Co, Jewett and Wason – but nothing I consider an exact match to the configuration of the windows, bumper, horn/light at centre front, and the ‘railroad’ roof with clerestory windows.

I think the car may be more suburban and does not look as if there are any couplings for multi-car use. Due to the perspective it is difficult to estimate the length but the impression given is that it is a short car. I also wondered of it could be a freight trolley.

Unfortunately what I think is the destination board (which has fallen down in the left side window) cannot be enhanced sufficiently to become legible.

I have exhausted the sources, books, images and museum collection rosters that I can think of or find.

If you don’t have any thoughts this image will have to remain unidentified – for now!

Cheers

Graham (in UK).

Perhaps our readers may have some ideas, thanks.

Holiday Greetings

From Bill Volkmer:

From Eric Bronsky:

Eric writes:

This photo was taken in 1936. The USA was deep in the doldrums of the Great Depression. President Roosevelt was elected to a second term, Art Deco and Streamline Moderne were in fashion, the RMS Queen Mary made her maiden voyage, and a loaf of bread cost 8 cents.

On this snowy day, we’re shivering on a windswept ‘L’ platform, watching a Jackson Park-bound 4-car train of Chicago Rapid Transit Co. 4000-series “Baldies” grind out of the University station above 63rd Street. Completed in 1893, this station served South Siders until the mid-1990s, when the line was rebuilt and cut back to Cottage Grove. Express trains used the center track in the old days.

Photographed by Frank Butts, this image is now in the Bruce Moffat Collection. Though it’s spectacular in B&W, I thought that color would truly bring it to life. Bruce graciously provided a high-res scan of the B&W print for this purpose and I colorized it using Adobe Photoshop CS6.

But this scene still looked rather dreary for a Holiday card, so I decided to add a bit of cheer by making a few modifications. Some are fairly obvious but you might need to examine the image more closely to spot others (transit “purists” will note that the brown & orange paint scheme did not appear until 1938).

That’s all for now, folks. We will round out 2019 with one more post next week, featuring all new material.

-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

gh1

This is our 243rd 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 574,000 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.

The Sunset Lines

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

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

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

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

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

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

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

As the Hicks Car Works blog reported:

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

Enjoy!

-David Sadowski

From the Collections of William Shapotkin:

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

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


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

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


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

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

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



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

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

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

Bibliographic information:
Title Building Chicago’s Subways
Images of America
Author David Sadowski
Edition illustrated
Publisher Arcadia Publishing (SC), 2018
ISBN 1467129380, 9781467129381
Length 128 pages
Chapter Titles:
01. The River Tunnels
02. The Freight Tunnels
03. Make No Little Plans
04. The State Street Subway
05. The Dearborn-Milwaukee Subway
06. Displaced
07. Death of an Interurban
08. The Last Street Railway
09. Subways and Superhighways
10. Subways Since 1960
Building Chicago’s Subways is in stock and now available for immediate shipment. Order your copy today! All copies purchased through The Trolley Dodger will be signed by the author.
The price of $23.99 includes shipping within the United States.
For Shipping to US Addresses:

For Shipping to Canada:

For Shipping Elsewhere:

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

Help Support The Trolley Dodger

gh1

This is our 237th 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 542,000 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.

Sweet Home Chicago

In 1938, a visitor to Chicago from the Soviet Union snapped this picture of Chicago PCC 4032 running on route 20 - Madison downtown, and brought it home. Now, more than 80 years later, it has returned to Chicago.

In 1938, a visitor to Chicago from the Soviet Union snapped this picture of Chicago PCC 4032 running on route 20 – Madison downtown, and brought it home. Now, more than 80 years later, it has returned to Chicago.

They say you can never go home again. But no matter how far we may wander from home, there is something, almost like an unseen force, that calls us back to the places we lived in, grew up in, or love the most. And while we often feature transit photos from other cities, Chicago remains our home and will always be our favorite. So today, we are featuring Chicago-area streetcars, rapid transit, interurbans, and buses.

We do have a couple examples of things that, improbably, did find their way home. First, a picture of a Chicago PCC streetcar that has come back “from Russia with love.” Second, prints and negatives of Chicago transit, taken in 1952, that have been reunited after who knows how many years.

We also have some recent photo finds of our own, including a news report from Miles Beitler on the new Pulse bus rapid transit operation in Chicago’s northwest suburbs, and more classic photos shared by Bill Shapotkin and Jeff Wien of the Wien-Criss Archive.  Finally, there is some correspondence with Andre Kristopans.

We thank all our contributors.

Enjoy!

-David Sadowski

PS- If you have comments on individual photos, and I am sure you will, please refer to them by their image number, which you can find by hovering your mouse over the photo (for example, the picture at the top of this post is img882). That is more helpful to me than just saying something was the seventh photo down, etc. We always appreciate hearing from you if you have useful information to contribute regarding locations and other details. Thanks in advance.

We also should not let the opportunity pass to wish Raymond DeGroote, Jr. a happy belated 89th birthday. Ray is a world traveler, a raconteur, and the Dean of Chicago railfans.

Recent Finds

CSL "Matchbox" 1412 is on the Morgan-Racine-Sangamon route in this photo by Edward Frank, Jr. Don's Rail Photos adds, "1412 was built by St Louis Car Co in 1906 as CUT 4641. It was renumbered 1412 in 1913 and became CSL 1412 in 1914. It was retired on March 30, 1948... These cars were built by St. Louis Car in 1903 and 1906 for Chicago Union Traction Co. They are similar to the Robertson design without the small windows. Cars of this series were converted to one man operation in later years and have a wide horizontal stripe on the front to denote this. Two were used for an experimental articulated train. A number of these cars were converted to sand and salt service and as flangers." Car 1374 in this series has been lovingly restored to operating condition, at the Illinois Railway Museum.

CSL “Matchbox” 1412 is on the Morgan-Racine-Sangamon route in this photo by Edward Frank, Jr. Don’s Rail Photos adds, “1412 was built by St Louis Car Co in 1906 as CUT 4641. It was renumbered 1412 in 1913 and became CSL 1412 in 1914. It was retired on March 30, 1948… These cars were built by St. Louis Car in 1903 and 1906 for Chicago Union Traction Co. They are similar to the Robertson design without the small windows. Cars of this series were converted to one man operation in later years and have a wide horizontal stripe on the front to denote this. Two were used for an experimental articulated train. A number of these cars were converted to sand and salt service and as flangers.” Car 1374 in this series has been lovingly restored to operating condition, at the Illinois Railway Museum.

A two-car Chicago Aurora & Elgin train, headed up by 433, is just west of the Canal Street station on the Metropolitan four-track main line in August 1953, a month before CA&E service was cut back to Forest Park. (John Szwajkart Photo)

A two-car Chicago Aurora & Elgin train, headed up by 433, is just west of the Canal Street station on the Metropolitan four-track main line in August 1953, a month before CA&E service was cut back to Forest Park. (John Szwajkart Photo)

CTA 4060 is at the front of a two-car Ravenswood "L" train approaching Kimball and Lawrence in this undated photo (1950s-60s).

CTA 4060 is at the front of a two-car Ravenswood “L” train approaching Kimball and Lawrence in this undated photo (1950s-60s).

CTA Pullman 460 is on either Route 8 - Halsted or 9 - Ashland in the early 1950s, you can't quite make it out on the roll sign. However, I am leaning towards Halsted, as Ashland got bussed in 1951, and the auto at left looks more like 1953 vintage. This streetcar was saved by the CTA, and is now at the Illinois Railway Museum. It is one of only three red Pullmans saved, the others being 144 (also at IRM) and 225 (at the Seashore Trolley Museum in Maine). Charles F. Amstein adds that 460 is "on Ashland, just north of 95th Street, looking north-northwet. I grew up in this area and spent much of my time at Beverly Bowling Lanes, seen in the distance at right."

CTA Pullman 460 is on either Route 8 – Halsted or 9 – Ashland in the early 1950s, you can’t quite make it out on the roll sign. However, I am leaning towards Halsted, as Ashland got bussed in 1951, and the auto at left looks more like 1953 vintage. This streetcar was saved by the CTA, and is now at the Illinois Railway Museum. It is one of only three red Pullmans saved, the others being 144 (also at IRM) and 225 (at the Seashore Trolley Museum in Maine). Charles F. Amstein adds that 460 is “on Ashland, just north of 95th Street, looking north-northwet. I grew up in this area and spent much of my time at Beverly Bowling Lanes, seen in the distance at right.”

CTA 4374 is southbound on Clark Street, just south of Diversey, on September 6, 1957, the last day for the north half of Route 22 - Clark-Wentworth. Ricketts (no relation to the current Cubs ownership) was a popular restaurant. At left, down the street, you can just make out the marquee of the Parkway Theater. Autos visible include several Chevys, a Studebaker, and (at left) a 1957 Ford. (Charles H. Thorpe Photo) The tracks curving off to the left went into the CTA's Limits car barn (station), which was located at 2684 N. Clark. It got its name because, a long time earlier, this had been the city limits. There were facilities for cable cars at this location dating back to 1888. Limits car house opened in 1909, and was last used by streetcars in 1954 (the end of the Red Car era). It was used by buses until 1994, and the building was torn down in 1998.

CTA 4374 is southbound on Clark Street, just south of Diversey, on September 6, 1957, the last day for the north half of Route 22 – Clark-Wentworth. Ricketts (no relation to the current Cubs ownership) was a popular restaurant. At left, down the street, you can just make out the marquee of the Parkway Theater. Autos visible include several Chevys, a Studebaker, and (at left) a 1957 Ford. (Charles H. Thorpe Photo) The tracks curving off to the left went into the CTA’s Limits car barn (station), which was located at 2684 N. Clark. It got its name because, a long time earlier, this had been the city limits. There were facilities for cable cars at this location dating back to 1888. Limits car house opened in 1909, and was last used by streetcars in 1954 (the end of the Red Car era). It was used by buses until 1994, and the building was torn down in 1998.

CTA Met car 2907 is at Indiana Avenue, running the Kenwood shuttle on the last day of service, November 30, 1957 (also the last day for regular passenger service for wooden "L" cars).

CTA Met car 2907 is at Indiana Avenue, running the Kenwood shuttle on the last day of service, November 30, 1957 (also the last day for regular passenger service for wooden “L” cars).

CTA one-man car 1769 (here painted green, not red) is at Lake and Austin, west end of Route 16. The date of this Bob Selle photo is December 19, 1953, one year to the day before I was born. The Park Theater at right appears to already be closed.

CTA one-man car 1769 (here painted green, not red) is at Lake and Austin, west end of Route 16. The date of this Bob Selle photo is December 19, 1953, one year to the day before I was born. The Park Theater at right appears to already be closed.

CTA one-man car 1732, in red, heads southwest on Fifth Avenue at Harrison on July 5, 1953. Madison-Fifth was part of Route 20, but as of May 11, 1952, buses were substituted for streetcars on weekends– except for the Fifth Avenue branch, which used streetcars. That must be a Harrison bus in the background. (Robert Selle Photo)

On June 19, 1953 CTA PCC 7070 heads south on Roue 8 - Halsted, passing by the Congress Expressway construction site. PCCs were soon taken off Halsted, which ended streetcar service the following year using older equipment. This photo was taken from the nearby Halsted "L" station, which was not in the expressway footprint. (Robert Selle Photo)

On June 19, 1953 CTA PCC 7070 heads south on Roue 8 – Halsted, passing by the Congress Expressway construction site. PCCs were soon taken off Halsted, which ended streetcar service the following year using older equipment. This photo was taken from the nearby Halsted “L” station, which was not in the expressway footprint. (Robert Selle Photo)

On May 12, 1954, Bob Selle took this picture of CTA Pullman 600, southbound on Route 8 - Halsted. This was less than three weeks before the end of streetcar service on this line. We are just south of the Metropolitan "L" station at Halsted, and crossing over the Congress Expressway construction. That looks like a Studebaker at left.

On May 12, 1954, Bob Selle took this picture of CTA Pullman 600, southbound on Route 8 – Halsted. This was less than three weeks before the end of streetcar service on this line. We are just south of the Metropolitan “L” station at Halsted, and crossing over the Congress Expressway construction. That looks like a Studebaker at left.

In this undated (probably late 1960s) photo taken on the Red Arrow Lines in suburban Philadelphia, Brilliner 10 appears to be changing ends. It is signed for the Media route, although this is not the end of that line. Perhaps there was track work going on. Matthew Nawn adds, "The photo of Red Arrow Lines #10 was taken at the Penn Street stop in Clifton Heights, PA. This is a stop on the Sharon Hill Line."

In this undated (probably late 1960s) photo taken on the Red Arrow Lines in suburban Philadelphia, Brilliner 10 appears to be changing ends. It is signed for the Media route, although this is not the end of that line. Perhaps there was track work going on. Matthew Nawn adds, “The photo of Red Arrow Lines #10 was taken at the Penn Street stop in Clifton Heights, PA. This is a stop on the Sharon Hill Line.”

This is how the interior of Chicago Aurora & Elgin car 301 looked on August 8, 1954, the date of a fantrip for the Central Electric Railfans' Association. Don's Rail Photos: "301 was built by Niles Car & Mfg Co in 1906. It was modernized in December 1940." (Robert Selle Photo)

This is how the interior of Chicago Aurora & Elgin car 301 looked on August 8, 1954, the date of a fantrip for the Central Electric Railfans’ Association. Don’s Rail Photos: “301 was built by Niles Car & Mfg Co in 1906. It was modernized in December 1940.” (Robert Selle Photo)

CA&E car 434 at an unidentified terminal. possibly Elgin.

CA&E car 434 at an unidentified terminal. possibly Elgin.

Once CA&E service stopped running to downtown Chicago, less equipment was needed. Here, wooden cars 137 and 141 are on the scrap track at the Wheaton Shops. Bob Selle took this picture on August 8, 1954. These cars were purchased from the North Shore Line in 1946.

Once CA&E service stopped running to downtown Chicago, less equipment was needed. Here, wooden cars 137 and 141 are on the scrap track at the Wheaton Shops. Bob Selle took this picture on August 8, 1954. These cars were purchased from the North Shore Line in 1946.

CA&E car 701, ex-Washington, Baltimore & Annapolis. Don's Rail Photos: "701 was built by Cincinnati Car Co in 1913 as WB&A 81. It was sold as CA&E 701 in 1938." Don also notes, "In 1937, the CA&E needed additional equipment. Much was available, but most of the cars suffered from extended lack of maintenance. Finally, 5 coaches were found on the Washington Baltimore & Annapolis which were just the ticket. 35 thru 39, built by Cincinnati Car in 1913, were purchased and remodeled for service as 600 thru 604. The ends were narrowed for service on the El. They had been motors, but came out as control trailers. Other modifications included drawbars, control, etc. A new paint scheme was devised. Blue and grey with red trim and tan roof was adopted from several selections. They entered service between July and October in 1937."

CA&E car 701, ex-Washington, Baltimore & Annapolis. Don’s Rail Photos: “701 was built by Cincinnati Car Co in 1913 as WB&A 81. It was sold as CA&E 701 in 1938.”
Don also notes, “In 1937, the CA&E needed additional equipment. Much was available, but most of the cars suffered from extended lack of maintenance. Finally, 5 coaches were found on the Washington Baltimore & Annapolis which were just the ticket. 35 thru 39, built by Cincinnati Car in 1913, were purchased and remodeled for service as 600 thru 604. The ends were narrowed for service on the El. They had been motors, but came out as control trailers. Other modifications included drawbars, control, etc. A new paint scheme was devised. Blue and grey with red trim and tan roof was adopted from several selections. They entered service between July and October in 1937.”

CA&E 401 at the end of the line in Elgin.

CA&E 401 at the end of the line in Elgin.

CA&E 452 at either Elgin or Aurora.

CA&E 452 at either Elgin or Aurora.

CA&E 457 at the front of a two-car train near the end of either the Aurora or Elgin terminals, as it is operating with overhead wire instead of third rail.

CA&E 457 at the front of a two-car train near the end of either the Aurora or Elgin terminals, as it is operating with overhead wire instead of third rail.

CA&E 429 at the head of a two-car train.

CA&E 429 at the head of a two-car train.

CA&E 451 heads up a two-car limited heading towards Chicago.

CA&E 451 heads up a two-car limited heading towards Chicago.

Speedrail (Milwaukee) car 63, a curved-sided product of Cincinnati Car Company, is operating as a local on the turnback track in Waukesha, on June 28 1951, two days before abandonment. (Photo by R. H. Adams, Jr.)

Speedrail (Milwaukee) car 63, a curved-sided product of Cincinnati Car Company, is operating as a local on the turnback track in Waukesha, on June 28 1951, two days before abandonment. (Photo by R. H. Adams, Jr.)

Six years ago, I purchased a couple strips of 35mm Super-XX black-and-white negatives and ran the photos on the blog I had at that time. There was no way to tell the exact date the pictures were taken, but they did contain various clues that helped narrow down the date. I posted the images, and several people guessed as to when they were shot. The consensus that eventually emerged was they were taken between Fall 1952 and Spring 1953. Well, in an act of serendipity, Jeff Wien (by way of Mr. Edward Springer) donated a set of snapshots to me that were made from these same negatives. They are dated December 1952, which is a better answer than we had before. You can see the rest of the photos here.

Six years ago, I purchased a couple strips of 35mm Super-XX black-and-white negatives and ran the photos on the blog I had at that time. There was no way to tell the exact date the pictures were taken, but they did contain various clues that helped narrow down the date. I posted the images, and several people guessed as to when they were shot. The consensus that eventually emerged was they were taken between Fall 1952 and Spring 1953. Well, in an act of serendipity, Jeff Wien (by way of Mr. Edward Springer) donated a set of snapshots to me that were made from these same negatives. They are dated December 1952, which is a better answer than we had before. You can see the rest of the photos here.

Pulse Bus Rapid Transit Celebration

Pace launched its Pulse bus rapid transit this week with the Pulse Milwaukee line which runs between Golf Mill in Niles and the Jefferson Park transit center in Chicago. Pace held a celebration event earlier today (August 15th) at Milwaukee and Touhy in Niles featuring speeches by various politicians, agency bureaucrats, and public transit advocates. A new Pulse bus was parked at the event and was available for public inspection, as well as a Pulse bus station with its passenger amenities.
Since you include bus photos on your blog, I have attached several photos of the event. Feel free to post any or all of them. The Pace website has detailed information about the Pulse service.
Ironically, Richmond (VA) has operated a bus rapid transit line for over a year which is very similar, and it’s also called “Pulse”. I don’t know if this is just a coincidence or if there is some connection between them. However, the Richmond line has dedicated bus-only lanes for part of its length, while our line runs in mixed traffic along Milwaukee Avenue.
-Miles Beitler

From the Collections of William Shapotkin:

On June 21, 1958 an eastbound CTA train is in the station at Pulaski Road on the new Congress rapid transit line, then also known as the West Side Subway. Notice how little fencing there was separating the right-of-way from the highway. Eventually, this was replaced by concrete Jersey barriers after numerous vehicle crashes that impacted the "L". That way, when something hits the fence, it can take a "Jersey bounce."

On June 21, 1958 an eastbound CTA train is in the station at Pulaski Road on the new Congress rapid transit line, then also known as the West Side Subway. Notice how little fencing there was separating the right-of-way from the highway. Eventually, this was replaced by concrete Jersey barriers after numerous vehicle crashes that impacted the “L”. That way, when something hits the fence, it can take a “Jersey bounce.”

On June 21, 1958 a woman enters the new CTA rapid transit station at Pulaski Road on the Congress line, which replaced the Garfield Park "L" the following day. On this day, free rides were given out between Halsted and Cicero Avenues. The fiberglass panels on the sides of the entrance ramp were eventually cut down to allow for better visibility from outside.

On June 21, 1958 a woman enters the new CTA rapid transit station at Pulaski Road on the Congress line, which replaced the Garfield Park “L” the following day. On this day, free rides were given out between Halsted and Cicero Avenues. The fiberglass panels on the sides of the entrance ramp were eventually cut down to allow for better visibility from outside.

A North Shore Line Electroliner on December 28, 1962, less than a month before the end of the line for this interurban.

A North Shore Line Electroliner on December 28, 1962, less than a month before the end of the line for this interurban.

A new 2000-series CTA train at (I am guessing) the Douglas Park yards at 54th Avenue in Cicero on October 25, 1964.

A new 2000-series CTA train at (I am guessing) the Douglas Park yards at 54th Avenue in Cicero on October 25, 1964.

What I presume is the Douglas Park yard on October 25, 1964.

What I presume is the Douglas Park yard on October 25, 1964.

CTA articulated car set 51 (formerly 5001) found new life on the Skokie Swift after being oddball equipment on other lines, along with its three mates. Here, they are seen on the Swift on October 25, 1964, where they helped provide much-needed capacity in the face of unexpectedly large ridership several months after the new branch line began service.

CTA articulated car set 51 (formerly 5001) found new life on the Skokie Swift after being oddball equipment on other lines, along with its three mates. Here, they are seen on the Swift on October 25, 1964, where they helped provide much-needed capacity in the face of unexpectedly large ridership several months after the new branch line began service.

The date stamped on this slide is April 18, 1964, when demonstration rides were given out on the new CTA Skokie Swift branch line. However, that date may be incorrect, as my understanding is on that day, single car units 1-4 were coupled together and operated as a unit to provide demonstration rides, Regular service began on April 20, 1964. So either the units were uncoupled, or the date is wrong. Here, one of the high-speed cars is lowering its pan trolley, at the point where the line changed from overhead wire to third rail "on the fly."

The date stamped on this slide is April 18, 1964, when demonstration rides were given out on the new CTA Skokie Swift branch line. However, that date may be incorrect, as my understanding is on that day, single car units 1-4 were coupled together and operated as a unit to provide demonstration rides, Regular service began on April 20, 1964. So either the units were uncoupled, or the date is wrong. Here, one of the high-speed cars is lowering its pan trolley, at the point where the line changed from overhead wire to third rail “on the fly.”

On October 25, 1964 a pair of 4000-series "L" cars are seen at the Dempster terminal on the Skokie Swift, presumably on a fantrip.

On October 25, 1964 a pair of 4000-series “L” cars are seen at the Dempster terminal on the Skokie Swift, presumably on a fantrip.

This picture of the Dempster terminal is dated April 18, 1964, which would have been the very first day people could ride the Skokie Swift.

This picture of the Dempster terminal is dated April 18, 1964, which would have been the very first day people could ride the Skokie Swift.

Line car S-606 at the Dempster terminal on October 25, 1964. Don's Rail Photos adds, "S-606 was built by Cincinnati in January 1923, #2620, as Chicago North Shore & Milwaukee 606. In 1963 it became CTA S-606 and burned in 1978. The remains were sold to the Indiana Transportation Museum." Since the museum was evicted from its home, whatever portion of the car that survives has been taken on by another preservation group, in hopes that it can eventually be rebuilt or restored.

Line car S-606 at the Dempster terminal on October 25, 1964. Don’s Rail Photos adds, “S-606 was built by Cincinnati in January 1923, #2620, as Chicago North Shore & Milwaukee 606. In 1963 it became CTA S-606 and burned in 1978. The remains were sold to the Indiana Transportation Museum.” Since the museum was evicted from its home, whatever portion of the car that survives has been taken on by another preservation group, in hopes that it can eventually be rebuilt or restored.

The following South Shore Line photos, again courtesy of William Shapotkin, are all dated October 1965 and are from a fantrip.

Here are some classic postcard views, again from the collections of William Shapotkin:

From Jeff Wien and the Wien-Criss Archive:

These pictures of the Illinois Terminal Railroad were taken on July 4, 1950:

Don's Rail Photos: "1565, Class B, was built at Decatur in 1910. It was sold to Illinois Power & Light Co at Campaign on April 10, 1955. It was acquired by Illinois Railway Museum in 1960."

Don’s Rail Photos: “1565, Class B, was built at Decatur in 1910. It was sold to Illinois Power & Light Co at Campaign on April 10, 1955. It was acquired by Illinois Railway Museum in 1960.”

IT 270.

IT 270.

IT 273.

IT 273.

Don's Rail Photos: "276 was built by St Louis Car in 1913. It was air conditioned and the arch windows were covered. It was sold for scrap to Compressed Steel Co on March 13, 1956."

Don’s Rail Photos: “276 was built by St Louis Car in 1913. It was air conditioned and the arch windows were covered. It was sold for scrap to Compressed Steel Co on March 13, 1956.”

IT 281.

IT 281.

IT 284.

IT 284.

Don's Rail Photos: "1201 was built by McGuire-Cummings in 1910 as an express motor with 20 seats at the rear. In 1919 it was rebuilt with a small baggage section at the front and the trucks were changed from Curtis to Baldwin."

Don’s Rail Photos: “1201 was built by McGuire-Cummings in 1910 as an express motor with 20 seats at the rear. In 1919 it was rebuilt with a small baggage section at the front and the trucks were changed from Curtis to Baldwin.”

IT 052. This looks like a sleeping car or bunk car and is unpowered.

IT 052. This looks like a sleeping car or bunk car and is unpowered.

Again from the Wien-Criss Archive, here are a series of photos taken at the Chicago Aurora & Elgin’s Wheaton Yards, in August 1959 after the line had stopped running even freight service. Several cars were sold to museum interests and moved off the property in early 1962. Everything else was scrapped. It’s possible that these pictures may have been taken by the late Joseph Saitta of New York.

Looking somewhat worse for wear, here is CA&E car 321 as it looked at the Illinois Electric Railway Museum in North Chicago on June 9, 1962. This and the other cars that were saved from the line had been stored outdoors for a few years, and exposure to the elements took their toll. The museum, now just IRM, moved to Union in 1964. (Wien-Criss Archive Photo)

Looking somewhat worse for wear, here is CA&E car 321 as it looked at the Illinois Electric Railway Museum in North Chicago on June 9, 1962. This and the other cars that were saved from the line had been stored outdoors for a few years, and exposure to the elements took their toll. The museum, now just IRM, moved to Union in 1964. (Wien-Criss Archive Photo)

The following pictures, also from the Wien-Criss Archive, are not very sharp, but do show Chicago transit vehicles in September 1953 and May 1954. There are several shots of the temporary ground-level trackage used from 1953 to 1958 by the Garfield Park “L”, during construction of the Congress Expressway. Those pictures were taken at Van Buren and Western. Some of the PCC photos were snapped in the vicinity of Roosevelt Road, which is also where the Greyhound bus picture was probably taken.

Recent Correspondence

We recently asked Andre Kristopans about which Chicago streetcars, including PCCs, were converted to one-man operation in the CTA era.  Here’s what he reports:

In 1951, all 83 prewar PCCs to OMC on AFE S14000. At same time, 21 Sedans to OMC (3325,3347-3349,3351-3352,3354-3355,3357,3360-3363,3368,3372,3378-3379,6303,6305,6310,6319) on AFE S14001

However almost immediately 20 postwars 4052-4061,7035-7044 to OMC on S14011

155 older cars 1721-1785,3119-3178,6155-6198 to convertible OMC 1948 on S11381

Some additional info. Of the 169 cars in the three groups listed for one-manning, the following were already gone when the plan was announced:

6 under CSL 1945-47 1738,1754,1770,3133,3170,3176
8 under CTA 1948 1727,1763,3130,3150,3152,3155,3159,6197

169 minus above 14 leaves 155 for conversion in 1949

Me: Thanks… and none of the Peter Witts were used in one-man service, right?

Andre: Redone then scrapped replaced by postwars?

Me: Didn’t this have to do with the decision not to one-man 63rd Street? Or was it simply that mixing the Sedans with PCCs would have slowed things down?

Andre: Supposedly one of the aldermen along 63rd pitched a bitch about the sedans after he saw one. Thought they would be “unsafe”. Not sure on what grounds, suspect had to do with center door arrangement. But plan was dropped and sedans scrapped.

Me: Thanks!

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
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Tape 4 switching at Roudout + Mundeline pic 3