Our Sixth Anniversary

North Shore Line car 413 heads up a southbound train under wire at the Loyola curve in June 1961, from a Kodachrome II slide. Kodachrome was first introduced in 1935, and it was reformulated in 1961 although still a very slow film at ISO 25. Prior to this it was ISO 10. Don's Rail Photos: "413 was built as a trailer observation car by Cincinnati Car in June 1924, #2765. It was out of service in 1932. 413 was rebuilt on May 28, 1943." (J. William Vigrass Photo)

North Shore Line car 413 heads up a southbound train under wire at the Loyola curve in June 1961, from a Kodachrome II slide. Kodachrome was first introduced in 1935, and it was reformulated in 1961 although still a very slow film at ISO 25. Prior to this it was ISO 10. Don’s Rail Photos: “413 was built as a trailer observation car by Cincinnati Car in June 1924, #2765. It was out of service in 1932. 413 was rebuilt on May 28, 1943.” (J. William Vigrass Photo)

The Trolley Dodger blog started on January 21, 2015, making this our sixth anniversary. We chose the date deliberately, as it was also the day when the fabled North Shore Line interurban ran its last. We wanted there to be beginnings, as well as endings, associated with that date.

In our six years, we have had 262 posts. Here is a breakdown of page views by year:

2015: 107,460
2016: 127,555
2017: 118,990
2018: 121,147
2019: 101,902
2020: 133,246
2021: 8,436 (21 days)
Total: 718,736

Add to that the 297,195 page views from my previous blog, and we are now over a million page views. We thank you for your support.

We have lots for you this go-round… plenty of new images, including many in color, a rare article about the Metropolitan West Side Elevated, some submissions from our readers, and more photos from the William Shapotkin collection, and even a product review. We also have some North Shore Line content.

Enjoy!

-David Sadowski

For more photos and discussions, consider joining the Trolley Dodger Facebook group, which, although new, already has 151 members.

Our Annual Fundraiser

We thank our readers for making 2020 our most successful yet, with 133,246 page views, surpassing our previous record of 2016, and a 30% increase over the previous year. Each January, we ask our readers to help defray the expenses involved with file storage, web hosting, domain registration and other overhead, the “nuts and bolts” things that make this blog possible. Fortunately, thanks to all of you, we have have received $565 to date, meeting our original goal. Additional donations are always welcome, and will be used to purchase more classic images for this site. If you enjoy what you see here, and would like it to continue, please consider making a donation by clicking on this link, or the one at the top or bottom of this post.

We thank you in advance for your time, consideration, and your generous support.

Recent Finds

CTA 979 is southbound on State, just south of Lake Street. Romance on the High Seas, playing at the State-Lake theater, was released on June 25, 1948, probably about the time when this picture was taken. The streetcar still has a CSL emblem as this was early in the CTA era.

CTA 979 is southbound on State, just south of Lake Street. Romance on the High Seas, playing at the State-Lake theater, was released on June 25, 1948, probably about the time when this picture was taken. The streetcar still has a CSL emblem as this was early in the CTA era.

A North Shore Line train at Randolph and Wabash.

A North Shore Line train at Randolph and Wabash.

The North Shore Line's headquarters in Highwood, with line car 604 out front. Not sure what caused the lightstruck portion of the neg, but I may try to repair the image in Photoshop at some future date since it is distracting.

The North Shore Line’s headquarters in Highwood, with line car 604 out front. Not sure what caused the lightstruck portion of the neg, but I may try to repair the image in Photoshop at some future date since it is distracting.

A close-up of the previous image. Don's Rail Photos: "604 was built by the C&ME in 1914. It was acquired by IRM in 1963."

A close-up of the previous image. Don’s Rail Photos: “604 was built by the C&ME in 1914. It was acquired by IRM in 1963.”

I was very fortunate to purchase this 1950s negative showing the CTA Stock Yards branch. Daniel Adams: "The view is facing east, at the intersection of Exchange and Packers Avenues. Racine Avenue Station, the first station encountered when a train consist pulls into the famed Stock Yards loop, can be seen in the distance. This train is beginning to make the first curve of the loop, to be heading south and soon pulling into Packers Station, which just a short distance away. Way back in the background, we can see the rather hazy tower of the Stock Yards National Bank, which stood on the west side of South Halsted Street." Andre Kristopans notes, "A correction re Stock Yards - the first station on the loop was Racine, the second SWIFT, then Packers, then Armour." So this train is between Racine and Swift.

I was very fortunate to purchase this 1950s negative showing the CTA Stock Yards branch. Daniel Adams: “The view is facing east, at the intersection of Exchange and Packers Avenues. Racine Avenue Station, the first station encountered when a train consist pulls into the famed Stock Yards loop, can be seen in the distance. This train is beginning to make the first curve of the loop, to be heading south and soon pulling into Packers Station, which just a short distance away. Way back in the background, we can see the rather hazy tower of the Stock Yards National Bank, which stood on the west side of South Halsted Street.” Andre Kristopans notes, “A correction re Stock Yards – the first station on the loop was Racine, the second SWIFT, then Packers, then Armour.” So this train is between Racine and Swift.

Philadelphia Suburban Transportation Company (aka Red Arrow) double-ended car 18 at 69th Street Terminal in July 1963. Don's Rail Photos: "18 was built by St Louis Car Co in 1949, #1755. It became SEPTA 18 in 1970 sold to BERA in 1982."

Philadelphia Suburban Transportation Company (aka Red Arrow) double-ended car 18 at 69th Street Terminal in July 1963. Don’s Rail Photos: “18 was built by St Louis Car Co in 1949, #1755. It became SEPTA 18 in 1970 sold to BERA in 1982.”

Philadelphia Suburban Transportation Company (formerly the Philadelphia & Western, aka Red Arrow) Bullet car 207 in July 1963. 207 was built by Brill in 1931, order #22932, as P&W 207. It became PST 207 in 1948 and SEPTA 207 in 1970. I understand it is now preserved at Seashore Trolley Museum in Maine. This car had extended wheelbase trucks and was tested up to 100 mph.

Philadelphia Suburban Transportation Company (formerly the Philadelphia & Western, aka Red Arrow) Bullet car 207 in July 1963. 207 was built by Brill in 1931, order #22932, as P&W 207. It became PST 207 in 1948 and SEPTA 207 in 1970. I understand it is now preserved at Seashore Trolley Museum in Maine. This car had extended wheelbase trucks and was tested up to 100 mph.

Chicago Aurora & Elgin wood car 28 in Forest Park in 1952. The front of the car is not in sharp focus because it was moving towards the photographer. Back then, film speeds, and therefore shutter speeds, were quite slow. The fastest film speed in use then was Kodak Super-XX, introduced in 1940, at ISO 200. But this is probably not that film. Panatomic-X, which Kodak began selling in 1933, was ISO 32, and Plus-X, introduced in 1938, was originally ISO 50 (later bumped up to 125). Photographers often dealt with the shutter speed problem by taking their pictures while a train was still at a distance. The tracks curve off to the right in the distance. I am not sure of the exact location, although the Eisenhower expressway is here now.

Chicago Aurora & Elgin wood car 28 in Forest Park in 1952. The front of the car is not in sharp focus because it was moving towards the photographer. Back then, film speeds, and therefore shutter speeds, were quite slow. The fastest film speed in use then was Kodak Super-XX, introduced in 1940, at ISO 200. But this is probably not that film. Panatomic-X, which Kodak began selling in 1933, was ISO 32, and Plus-X, introduced in 1938, was originally ISO 50 (later bumped up to 125). Photographers often dealt with the shutter speed problem by taking their pictures while a train was still at a distance. The tracks curve off to the right in the distance. I am not sure of the exact location, although the Eisenhower expressway is here now.

North Shore Line Silverliner 740 at Howard Street, probably in the late 1950s. This was an Ektachrome slide that was not date stamped, which means it is probably before 1958, but after 1955. It had faded to red, like many other such early Ektachromes that had unstable dyes. It was an attractive alternative to Kodachrome in that era, though, because the film speed was 32 instead of Kodachrome's 10.

North Shore Line Silverliner 740 at Howard Street, probably in the late 1950s. This was an Ektachrome slide that was not date stamped, which means it is probably before 1958, but after 1955. It had faded to red, like many other such early Ektachromes that had unstable dyes. It was an attractive alternative to Kodachrome in that era, though, because the film speed was 32 instead of Kodachrome’s 10.

While not the greatest photo, from a technical perspective, this is an original Kodachrome slide taken by George Krambles. This is perhaps only the second such slide I have purchased. It was shot at North Chicago Junction on January 20, 1952. Occasionally, railfan photographers would trade original slides, and this one was owned by J. William Vigrass.

While not the greatest photo, from a technical perspective, this is an original Kodachrome slide taken by George Krambles. This is perhaps only the second such slide I have purchased. It was shot at North Chicago Junction on January 20, 1952. Occasionally, railfan photographers would trade original slides, and this one was owned by J. William Vigrass.

NSL 707 heads up a northbound train crossing Dempster Street in Skokie in September 1958. Just behind the train, you can see a tiny bit of the station, which has been preserved and moved to a slightly different location. The southbound shelter was much more basic, and was approximately where the CTA built a new platform for Skokie Swift trains in 1964. Again, this was an early Ektachrome slide that had shifted to red (actually, it was the other color dyes that badly faded, leaving mostly the red visible) and was restored in Photoshop. (J. William Vigrass Photo)

NSL 707 heads up a northbound train crossing Dempster Street in Skokie in September 1958. Just behind the train, you can see a tiny bit of the station, which has been preserved and moved to a slightly different location. The southbound shelter was much more basic, and was approximately where the CTA built a new platform for Skokie Swift trains in 1964. Again, this was an early Ektachrome slide that had shifted to red (actually, it was the other color dyes that badly faded, leaving mostly the red visible) and was restored in Photoshop. (J. William Vigrass Photo)

A northbound North Shore Line train rounds the curve at Lake and Wabash in June 1961. We are looking to the east. This is an early Kodachrome II slide. The film had a faster ISO than the original Kodachrome, and was said to be sharper, with a thinner emulsion. But not all photographers were happy about the change, and it had a bit less contrast, and some missed the "Rembrandt blacks" of the old version. (J. William Vigrass Photo)

A northbound North Shore Line train rounds the curve at Lake and Wabash in June 1961. We are looking to the east. This is an early Kodachrome II slide. The film had a faster ISO than the original Kodachrome, and was said to be sharper, with a thinner emulsion. But not all photographers were happy about the change, and it had a bit less contrast, and some missed the “Rembrandt blacks” of the old version. (J. William Vigrass Photo)

A view of the North Shore Line's massive station at Zion, taken from the front of a train in July 1960 by J. William Vigrass. The city insisted on a large station, as they were confidant that their religious community would quickly grow, which it did not. It was torn down soon after the line quit in 1963. This is from an Ektachrome slide that had not faded, suggesting that Kodak had fixed the dye fading problem by 1960.

A view of the North Shore Line’s massive station at Zion, taken from the front of a train in July 1960 by J. William Vigrass. The city insisted on a large station, as they were confidant that their religious community would quickly grow, which it did not. It was torn down soon after the line quit in 1963. This is from an Ektachrome slide that had not faded, suggesting that Kodak had fixed the dye fading problem by 1960.

Milwaukee and Suburban Transport car 995 is on Route 10, the last Milwaukee streetcar line in the classic era, in august 1957. The 995 was one of the last two cars operated (along with 975) there on March 2, 1958. Streetcar service returned to Milwaukee on November 2, 2018, when a 2.1 mile route, known as "The Hop," opened.

Milwaukee and Suburban Transport car 995 is on Route 10, the last Milwaukee streetcar line in the classic era, in august 1957. The 995 was one of the last two cars operated (along with 975) there on March 2, 1958. Streetcar service returned to Milwaukee on November 2, 2018, when a 2.1 mile route, known as “The Hop,” opened.

The North Shore Line's Harrison Street Shops in July 1960. (J. William Vigrass Photo)

The North Shore Line’s Harrison Street Shops in July 1960. (J. William Vigrass Photo)

J. William Vigrass took this picture in July 1960 and marked it as "NSL" at Harrison (presumably, by the shops in Milwaukee). Edward Skuchas: "This is a Western 20 yard air dump car. They were used on railroads and trolley lines. Wilkes-Barre Railways had 2 or 3 and they adapted the ends for a radial drawbar. Car Works imported models in O & HO scale brass. They tilt and the sides lift." David Cole thinks this may be the remains of the NSL weed sprayer shown in CERA B-106.

J. William Vigrass took this picture in July 1960 and marked it as “NSL” at Harrison (presumably, by the shops in Milwaukee). Edward Skuchas: “This is a Western 20 yard air dump car. They were used on railroads and trolley lines. Wilkes-Barre Railways had 2 or 3 and they adapted the ends for a radial drawbar. Car Works imported models in O & HO scale brass. They tilt and the sides lift.” David Cole thinks this may be the remains of the NSL weed sprayer shown in CERA B-106.

A northbound Electroliner stops at Adams and Wabash on the Loop "L" in September 1959. While I am sure the sailors are about to board, chances are the woman in the blue dress is too, since she is carrying a small suitcase. (J. William Vigrass Photo)

A northbound Electroliner stops at Adams and Wabash on the Loop “L” in September 1959. While I am sure the sailors are about to board, chances are the woman in the blue dress is too, since she is carrying a small suitcase. (J. William Vigrass Photo)

A closer view of the last image. Carl Fischer Music, at 312 S. Wabash Avenue, was a place where you could buy sheet music for both popular and classical. They still sell online. This location closed on April 16, 1999. The Epicurean Restaurant, at 316 S. Wabash, served Hungarian food and may have closed in the 1970s.

A closer view of the last image. Carl Fischer Music, at 312 S. Wabash Avenue, was a place where you could buy sheet music for both popular and classical. They still sell online. This location closed on April 16, 1999. The Epicurean Restaurant, at 316 S. Wabash, served Hungarian food and may have closed in the 1970s.

Although photographer J. William Vigrass labelled this September 1960 slide as "NSL," readers on our TD Facebook group have identified it as the Chicago & North Western's Racine Depot, which still exists, although no longer used as a train station.

Although photographer J. William Vigrass labelled this September 1960 slide as “NSL,” readers on our TD Facebook group have identified it as the Chicago & North Western’s Racine Depot, which still exists, although no longer used as a train station.

This circa 1955-58 Ektachrome slide, with the color restored, shows an Electroliner on the four-track section of the north side "L". Not sure of the exact location. (J. William Vigrass Photo) Mike Franklin: "This is looking west from the Sedgwick Station on the North side L. (House to the right is still there at 1542 Hudson Ave.)"

This circa 1955-58 Ektachrome slide, with the color restored, shows an Electroliner on the four-track section of the north side “L”. Not sure of the exact location. (J. William Vigrass Photo) Mike Franklin: “This is looking west from the Sedgwick Station on the North side L. (House to the right is still there at 1542 Hudson Ave.)”

CA&E 410 awaits scrapping at Wheaton on April 23, 1962. It was built by Pullman in 1923. sister car 409 is now at the Illinois Railway Museum. (K. C. Henkels Photo)

CA&E 410 awaits scrapping at Wheaton on April 23, 1962. It was built by Pullman in 1923. sister car 409 is now at the Illinois Railway Museum. (K. C. Henkels Photo)

Red Arrow car 83 on the Media line in September 1959. The street sign says School Lane.

Red Arrow car 83 on the Media line in September 1959. The street sign says School Lane.

Red Arrow car 77, signed for the West Chester line, is at 69th Street Terminal in January 1954.

Red Arrow car 77, signed for the West Chester line, is at 69th Street Terminal in January 1954.

From the standpoint of classic railfan photography, this is perhaps the best shot in today's post, and shows Red Arrow car 24 on the Media line in May 1956.

From the standpoint of classic railfan photography, this is perhaps the best shot in today’s post, and shows Red Arrow car 24 on the Media line in May 1956.

Red Arrow car 13 on the Media line in November 1959.

Red Arrow car 13 on the Media line in November 1959.

Red Arrow Brilliner 5 on the Ardmore line in July 1959. This narrow street may be why this line was somewhat rerouted after being converted to bus at the end of 1966.

Red Arrow Brilliner 5 on the Ardmore line in July 1959. This narrow street may be why this line was somewhat rerouted after being converted to bus at the end of 1966.

This map, although not very clear, shows the track arrangement on the Loop "L" as it was in 1906, seven years before it was changed to run counter-clockwise, with all trains going in the same direction. That was done to facilitate through-routing north side and south side trains. North is down on this map. In 1906, the Loop was bi-directional with left-hand running. The Lake Street and Northwestern "L"s also ran left-handed, while the South Side and Met trains ran right-handed. From the October 19, 1906 edition of the Electric Railway Review.

This map, although not very clear, shows the track arrangement on the Loop “L” as it was in 1906, seven years before it was changed to run counter-clockwise, with all trains going in the same direction. That was done to facilitate through-routing north side and south side trains. North is down on this map. In 1906, the Loop was bi-directional with left-hand running. The Lake Street and Northwestern “L”s also ran left-handed, while the South Side and Met trains ran right-handed. From the October 19, 1906 edition of the Electric Railway Review.

Although this old real photo postcard identifies this as the "N. W. "L"," this is actually the Met crossing the Chicago River over two side-by-side bridges. According to Daniel Adams, this picture cannot have been taken after mid-1915, as swing bridge shown, on Jackson Boulevard, was replaced then. Once I receive the original of this in the mail, I will post a better version. Thanks to J. J. Sedelmaier for improving this one.

Although this old real photo postcard identifies this as the “N. W. “L”,” this is actually the Met crossing the Chicago River over two side-by-side bridges. According to Daniel Adams, this picture cannot have been taken after mid-1915, as swing bridge shown, on Jackson Boulevard, was replaced then. Once I receive the original of this in the mail, I will post a better version. Thanks to J. J. Sedelmaier for improving this one.

The Metropolitan West Side Elevated – 1895

We recently purchased the June 6, 1895 edition of Leslie’s Weekly, which has an extensive article, including numerous photographs and drawings, of the then-new Metropolitan West Side Elevated in Chicago:

The Normandy Flats was a large apartment building, purchased by the Met and moved to a new location. The 1894 Chicago Blue Book gave the Normandy Flats' address as 2300-2302 S. Indiana Avenue, presumably where the building was relocated during the construction of the Metropolitan West Side "L", as it was apparently in the way of something.

The Normandy Flats was a large apartment building, purchased by the Met and moved to a new location. The 1894 Chicago Blue Book gave the Normandy Flats’ address as 2300-2302 S. Indiana Avenue, presumably where the building was relocated during the construction of the Metropolitan West Side “L”, as it was apparently in the way of something.

The original Franklin Street Terminal was only open from 1895 to 1897, and this is the first time I have seen a description of what it looked like. As far as I am aware, no one has yet found a photo. It closed when the Union Loop opened. At the same time, a new "L" station was opened at Franklin and Van Buren. Another terminal was later built on this site, extending back to Wells Street. It opened in 1904.

The original Franklin Street Terminal was only open from 1895 to 1897, and this is the first time I have seen a description of what it looked like. As far as I am aware, no one has yet found a photo. It closed when the Union Loop opened. At the same time, a new “L” station was opened at Franklin and Van Buren. Another terminal was later built on this site, extending back to Wells Street. It opened in 1904.

Why aren’t there more images of the Franklin Street Terminal? Well, for one thing, it opened late, apparently too late to be photographed for the big publicity push that coincided with the opening of the Met “L”. Hence this illustration. There is a photo showing the other side of the building (or buildings– the accompanying article seems to indicate the terminal went through two buildings). Then, it closed little more than two years later, coinciding with the opening of the Union Loop, and any publicity surely concentrated on that, and not the terminal closing.

From the Collections of William Shapotkin:

A "meet" between a steam train and a Chicago & West Towns Railway streetcar in LaGrange in the late 1940s. You can see evidence of the postwar construction boom in the background. Not sure if this was a fantrip.

A “meet” between a steam train and a Chicago & West Towns Railway streetcar in LaGrange in the late 1940s. You can see evidence of the postwar construction boom in the background. Not sure if this was a fantrip.

This picture has been the subject of some discussion on Facebook. It's a Pennsylvania Railroad "Doodlebug," probably after 1948, at Baltimore, MD. It is apparently a Parkton local. John Engleman: "Actually, actually, it's just sitting in what was called "the sleeper yard" at Pennsylvania Station probably between morning inbound and afternoon outbound trips to Parkton. A and B tracks and the platform that served them can be seen just beyond the Charles Street bridge."

This picture has been the subject of some discussion on Facebook. It’s a Pennsylvania Railroad “Doodlebug,” probably after 1948, at Baltimore, MD. It is apparently a Parkton local. John Engleman: “Actually, actually, it’s just sitting in what was called “the sleeper yard” at Pennsylvania Station probably between morning inbound and afternoon outbound trips to Parkton. A and B tracks and the platform that served them can be seen just beyond the Charles Street bridge.”

A Delaware, Lackawanna and Western electric commuter train in New Jersey. This railroad merged with the Erie in 1960 to form the Erie Lackawanna. The commuter service continues under NJ Transit.

A Delaware, Lackawanna and Western electric commuter train in New Jersey. This railroad merged with the Erie in 1960 to form the Erie Lackawanna. The commuter service continues under NJ Transit.

Aurora, Elgin & Fox River Electric diesel switcher #5, which continued freight operations after the remaining remnant of the line was de-electrified. A section of this line is now the trackage of the Fox River Trolley Museum in South Elgin, IL.

Aurora, Elgin & Fox River Electric diesel switcher #5, which continued freight operations after the remaining remnant of the line was de-electrified. A section of this line is now the trackage of the Fox River Trolley Museum in South Elgin, IL.

Chicago & Eastern Illinois #4, the "Whippoorwill," arrives at 63rd Street (Little Englewood Station) in July 1947.

Chicago & Eastern Illinois #4, the “Whippoorwill,” arrives at 63rd Street (Little Englewood Station) in July 1947.

A Milwaukee Road diesel engine at Fox Lake, IL.

A Milwaukee Road diesel engine at Fox Lake, IL.

Milwaukee Road passenger trains at Fox Lake, IL.

Milwaukee Road passenger trains at Fox Lake, IL.

Louisville & Nashville Railroad passenger engine #241, taking water.

Louisville & Nashville Railroad passenger engine #241, taking water.

Louisville & Nashville Railroad freight engine #1827 after being overhauled at the South Louisville Shops.

Louisville & Nashville Railroad freight engine #1827 after being overhauled at the South Louisville Shops.

Wabash #21 Blue Bird at 63rd Street (Little Englewood Station) in July 1947.

Wabash #21 Blue Bird at 63rd Street (Little Englewood Station) in July 1947.

A Chicago & Interurban Traction Company car. This line operated between 63rd and Halsted and Kankakee, and was abandoned in 1927, due to increased competition from the Illinois Central Electric.

A Chicago & Interurban Traction Company car. This line operated between 63rd and Halsted and Kankakee, and was abandoned in 1927, due to increased competition from the Illinois Central Electric.

Chicago & Joliet Railway #212. This system ran from Archer and Cicero Avenues in Chicago and connected to the Chicago, Ottawa, & Peoria interurban. It was abandoned in 1933.

Chicago & Joliet Railway #212. This system ran from Archer and Cicero Avenues in Chicago and connected to the Chicago, Ottawa, & Peoria interurban. It was abandoned in 1933.

Chicago & Joliet Electric car 200. This car, the "Louis Joliet," was built by C&JE in the 1920s.

Chicago & Joliet Electric car 200. This car, the “Louis Joliet,” was built by C&JE in the 1920s.

Milwaukee Road #E-5.

Milwaukee Road #E-5.

Long Island Railroad snow plow #193.

Long Island Railroad snow plow #193.

Pittsburgh Railways at Resee-Charleroi. The car is signed for Riverview. Larry Lovejoy adds: "The picture of Pittsburgh Railways Company low floor car 3769 is on the Charleroi line northbound at White Barn Siding. The date is 27 July 1952 and the occasion is a fantrip sponsored by the Pittsburgh Electric Railway Club. The line was abandoned ten months later. Today’s Pennsylvania Trolley Museum is the direct descendant of PERC and preserves sister car 3756. While “Riverview” was a turnback point on the Charleroi line, that destination sign is actually inappropriate at this particular location."

Pittsburgh Railways at Resee-Charleroi. The car is signed for Riverview. Larry Lovejoy adds: “The picture of Pittsburgh Railways Company low floor car 3769 is on the Charleroi line northbound at White Barn Siding. The date is 27 July 1952 and the occasion is a fantrip sponsored by the Pittsburgh Electric Railway Club. The line was abandoned ten months later. Today’s Pennsylvania Trolley Museum is the direct descendant of PERC and preserves sister car 3756. While “Riverview” was a turnback point on the Charleroi line, that destination sign is actually inappropriate at this particular location.”

Pittsburgh Railways line car M212 at the Washington Junction Yard. Larry Lovejoy: "The photo of Pittsburgh Railways line car M212 is at Castle Shannon Car House. There was no yard at Washington Junction, which is about a mile south of Castle Shannon."

Pittsburgh Railways line car M212 at the Washington Junction Yard. Larry Lovejoy: “The photo of Pittsburgh Railways line car M212 is at Castle Shannon Car House. There was no yard at Washington Junction, which is about a mile south of Castle Shannon.”

Philadelphia & Western Strafford car 161 at Norristown on December 27, 1958. It was built by Brill in 1927 and continued to operate until sometime between 1888 and 1990. It is now owned by the New York Museum of Transportation.

Philadelphia & Western Strafford car 161 at Norristown on December 27, 1958. It was built by Brill in 1927 and continued to operate until sometime between 1888 and 1990. It is now owned by the New York Museum of Transportation.

P&W Strafford car 163 on June 24, 1955. After retirement in the 1990s, it was rebuilt into a gas-mechanical car and operated in Mt. Dora, Florida, but it is not certain whether it still exists.

P&W Strafford car 163 on June 24, 1955. After retirement in the 1990s, it was rebuilt into a gas-mechanical car and operated in Mt. Dora, Florida, but it is not certain whether it still exists.

P&W Strafford car 162 on September 28, 1958. Don's Rail Photos: "62 was built by Brill in June 1927, #22529. It was rebuilt as 162 in 1931 and became PST 162 in 1948. It became SEPTA 162 in 1970. It was sold to Rockhill Trolley Museum in 1991." Today it is the only survivor of the fleet preserved as a modernized 160 series car.

P&W Strafford car 162 on September 28, 1958. Don’s Rail Photos: “62 was built by Brill in June 1927, #22529. It was rebuilt as 162 in 1931 and became PST 162 in 1948. It became SEPTA 162 in 1970. It was sold to Rockhill Trolley Museum in 1991.” Today it is the only survivor of the fleet preserved as a modernized 160 series car.

Don's Rail Photos: "64 was built by Brill in June 1927, #22529. It was rebuilt as 164 in 1931 and became PST 164 in 1948. It became SEPTA 164 in 1970 and became a de-icing car in 1989. It was sold to Travel Northern Allegheny in 1992 but never used. It was sold to East Troy Electric Ry in 1994 and rebuilt as ETE Ry 64 in 2000. It was sold to Electric City Trolley Museum and will be restored as P&W 164." Here it is on September 28, 1958.

Don’s Rail Photos: “64 was built by Brill in June 1927, #22529. It was rebuilt as 164 in 1931 and became PST 164 in 1948. It became SEPTA 164 in 1970 and became a de-icing car in 1989. It was sold to Travel Northern Allegheny in 1992 but never used. It was sold to East Troy Electric Ry in 1994 and rebuilt as ETE Ry 64 in 2000. It was sold to Electric City Trolley Museum and will be restored as P&W 164.” Here it is on September 28, 1958.

P&W 165 at 69th Street Yards on November 12, 1958.

P&W 165 at 69th Street Yards on November 12, 1958.

Product Test – The Pixl-Latr

The Pixl-Latr is an interesting new product that may be useful to people who have film negatives, but no easy way to scan them. It was developed as a Kickstarter project.

I decided to purchase one, and here are my results.

The Pixl-Latr is a negative holder that can accommodate 35mm, medium format, and 4"x5" size films. It has a diffused backing to prevent the formation of Newton Rings on your scans. It pairs well with this LED light box. I practiced using it with a cellphone camera. The Pixl-Latr is not a substitute for a flatbed scanner, but is certainly more portable, and may come in handy in certain situations where a scanner is not available.

The Pixl-Latr is a negative holder that can accommodate 35mm, medium format, and 4″x5″ size films. It has a diffused backing to prevent the formation of Newton Rings on your scans. It pairs well with this LED light box. I practiced using it with a cellphone camera. The Pixl-Latr is not a substitute for a flatbed scanner, but is certainly more portable, and may come in handy in certain situations where a scanner is not available.

My cellphone picture, before working on it with an image editor.

My cellphone picture, before working on it with an image editor.

I reversed out the negative into a positive image.

I reversed out the negative into a positive image.

After cropping and adjusting both density and contrast. But the image is still technically a color image, and could be improved further by eliminating those subtle color casts.

After cropping and adjusting both density and contrast. But the image is still technically a color image, and could be improved further by eliminating those subtle color casts.

The finished product, as a black-and-white image. Not bad! Compare with the scanned image elsewhere in this post.

The finished product, as a black-and-white image. Not bad! Compare with the scanned image elsewhere in this post.

The only downside of my usual method of scanning negatives is the formation of Newton Rings, caused by the negative coming into direct contact with the bottom glass of the scanner. I do use ANR (anti-Newton Ring) glass on top of the negative, which diffuses the light and prevents their formation. Fortunately, these are only noticeable at high magnification.

The only downside of my usual method of scanning negatives is the formation of Newton Rings, caused by the negative coming into direct contact with the bottom glass of the scanner. I do use ANR (anti-Newton Ring) glass on top of the negative, which diffuses the light and prevents their formation. Fortunately, these are only noticeable at high magnification.

You can read more about Newton’s Rings here. They are an interference pattern, caused when one of the two items pressed together acts as a lens.

Recent Correspondence

LeRoy Blommaert writes:

How I met (and rode) the North Shore Line

I remember quite vividly the first time I saw the North Shore Line as well as the first time I rode it. It was the same time.

I was a sophomore in high school and I was on the debate team. We were to participate in a round robin tournament at St Mary’s in Evanston. We were given the address and told to take the L and change at Howard—but nothing beyond that.

While I had taken the L many times from Bryn Mawr to Wilson Ave, and downtown and to my grandmother’s on the west side, it was, with one exception, with my mother. I had never taken the L north. Neither apparently had my three companions.

We get to Howard; we get off; and we wait—but not too long. Soon something pulls in unlike anything I had ever seen before on the L. It was beautiful; it was powerful. I was entranced and I wanted to ride it. And not just sometime in the future. But now! Immediately! And I did. I persuaded my colleagues that this was the train we needed to take. They were somewhat skeptical but in the end they agreed.

I was generally a good boy (a very good boy in fact) who always followed the rules and rarely did anything I thought was wrong. But this time? This time was different! I wasn’t sure that it was not the train to take, but I had doubts that it was the right train. These doubts I dismissed.

We got on. It was one of the older cars. I remember it had a stove inside. I also remember how fast it went once we left the station and entered the cut. The conductor dutifully asked for our tickets. Obviously, we did not have them. I explained where we wanted to go; he said we got the wrong train, and we were left off at the first station—Skokie.

There we waited for the first train south. It was getting dark and no one was around. In those days, unlike today, there was very little around. We waited about an hour. Needless to say, we did not make it to the debate tournament.

The next time I rode the North Shore, the trip was much longer: to Milwaukee and back. It was a fan trip. I believe it was a Klebolt trip. I went with my father. How I found out about it, I don’t remember, as I did not know any railfans then. It was on this trip that I met Roy Benedict. I remember he wore a football helmet, not the kind we know today, but a leather one, the kind they wore in the 1920s. He had made some track maps that he either gave away or sold.

As fate would have it, in my freshman or sophomore year of college, we moved to Skokie—within walking distance of that same station. One summer I got a job in the Loop—in the Insurance Exchange Building. The best part of the job was riding the North Shore each week day. I got off at Quincy and Wells and for the trip back home, I walked to the station at Adams and Wabash. It was there I met Jeff Wien, who was a ticket agent for the summer. From there it was onto CERA meetings, to and from which I was able again to ride my favorite railroad in those early days. It is still my favorite railroad, except that sadly I can no longer ride it, except at the Illinois Railway Museum, but that is not the same. The speed is absent as is the distance and the varying landscapes.

FYI, a slightly edited version of this was published in the Edgewater Historical Society newsletter.

This prompted Jon Habermaas to write:

I first became aware of the North Shore from seeing the trains stored on the L south of Roosevelt Rd. Taking the Englewood L into the loop and as our train descended into the subway our tracks were straddled by the tracks holding the stored North Shore cars. My first trip on the North Shore was when I was in HS and needed to cut short my time with family on vacation and return to Chicago. I caught the first southbound train from Racine. I became a regular weekend rider when I was getting technical training as a new swabbie at the Great Lakes Naval Training Center. Getting off at LaSalle Street Station to catch a Rock Island commuter train I now realized that the large crowd of sailors we had often encountered coming down from the L platform had come from a North Shore train from Great Lakes.

LaSalle Street Station was the only one of the Chicago downtown railroad stations with direct access to the L. As a kid when we were downtown on shopping trips we often took the L to the department stores. Because the L trains were circling the loop in one direction it wasn’t possible to return that way and we would catch the Division/Van Buren streetcar on State for the return to LaSalle Street Station.

This prompted a discussion on the Trolley Dodger Facebook group about two other not-so-direct connections between the “L” and downtown train stations. Between 1970 and 1989, the Northwest Passage connected the C&NW terminal to the Clinton “L” station. It displaced Track 1 during those years.

The Canal Street station on the Met main line had a passageway leading to Union Station until the Garfield Park “L” was replaced by the new Congress median line in 1958. Here is a description from Graham Garfield’s excellent web site:

A new Union Station, serving several main line intercity railroads, was formally opened July 23, 1925, replacing an earlier railroad station on a similar site. The Chicago Daily Tribune on same day contained a paid advertisement stating, “A short enclosed passageway connects the station directly with the Canal Street Station of the Elevated Railroad.” Within the Canal “L” station a stairway went down to Union Station’s underground track level, then a walkway ran for half a block, separated from Union Station’s track area by an iron fence, and finally into the lobby of Union Station. The article “Chicago’s Stations: Gates to Everywhere” from the August 1948 issues of Trains magazine also discussed the “L”-Union Station tunnel:

“It’s kind of tough, also, that we can’t get out on the platform and look at the prow-pointed T1 at the head end of many Pennsy trains. But Union is all business, and frowns at folk who try to sneak by the gatemen ‘just to see the trains.’ Here’s a tip, though: if you go along ‘frustration walk’ — which is the entrance leading from the Canal Street ‘L’ station — you can get a squint of a train or two at the southwestern end of the terminal. Like as not, there will be some Burlington open-platform cars used on suburban runs out Aurora way.

“‘Frustration walk’ is so dubbed because commuters must walk along an iron-railed thoroughfare beside the tracks to enter the terminal. Then to go out to the train they are obliged to hike back from whence the came on the other side of the formidable railing. Short-cutting is verboten at Union. Many a commuter has seen his train pull out as he dashed madly down ‘frustration walk’ in an attempt to catch the train.”

There are some conflicting descriptions of how the tunnel actually connected to the “L” station. According to some accounts, the passage was accessed from within the Canal Street station building, suggesting the connection was to the station house. Others recall that the passage from Union Station deposited them on the Canal station platform, not in the station house, with fare collection in between.2 It is believed that there were, in fact, two access routes between the elevated platforms and the tunnel. Passengers en route from the elevated platform walked through the headhouse of the rapid transit station. While passengers from the tunnel went directly to the platforms after passing through a fare collection point.

Stuart B. Slaymaker adds:

The walkway was along Track 2. This would have been Track Zero. I seem to recall, it dumped you at or near the original outbound cab court. It was still there in 1979, when I worked at Station Services for Amtrak. Dark. Gate was locked with a big switch lock and an iron chain. In the dim light, I could see check-in desks from long-discontinued streamliners, like The Olympian Hiawatha and the Trail Blazer. All stored along the walkway, that formerly went to the Canal Street L Station. It must have been a LONG walk. The signs and ephemera behind the locked gate were covered with inches of black sooty dirt. I left CUS in September of 1979, and never saw this, again. I always wondered if any of the displays ever got saved.

Daniel Joseph found another one– Parnell on the Englewood branch. From www-chicago-l.org:

The Parnell station was adjacent to the Chicago & Western Indiana Railroad’s 63rd Street station, sometimes also called the “Little Englewood” station. Although the C&WI’s station fronted onto 63rd Street, there was also an enclosed pedestrian connection from the Parnell “L” station to the steam railroad’s facility.

Mike Jacob writes:

Hello. I came across your website while trying to find information on a print I have. Please see the attached. Have you seen it before or have any idea on the artist? Thank you in advance.

Thanks for writing. I can’t quite make out the signature, although the first name seems to be Jerome.

The artist is not familiar to me, but I would imagine they were copying an old photograph. There were two North Shore Line stations in Wilmette, and it’s not that easy to identify which one this is. This was part of the Shore Line Route, which was abandoned in 1955.

Perhaps our readers might know something more.

John G. Gaul writes:

Dempster Street- January 20, 1963.  Nine years old at the time and living in Evanston, my Dad took my brother and I to Dempster St one last time. They’re not very good, but I’m glad I brought my little old box camera with me. It was a very cold day I recall.

Photos by John G. Gaul:

We thank all our contributors. Keep those cards and letters coming in, folks!

-David Sadowski

New Steam Audio CD:

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

misc676-001

STEAM CDs:

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

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

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

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

Total time – 45:49

The Trolley Dodger On the Air
We appeared on WGN radio in Chicago in November 2018, discussing our book Building Chicago’s Subways on the Dave Plier Show. You can hear our 19-minute conversation here.

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

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

There were three subway anniversaries in 2018 in Chicago:
60 years since the West Side Subway opened (June 22, 1958)
75 years since the State Street Subway opened (October 17, 1943)
80 years since subway construction started (December 17, 1938)
To commemorate these anniversaries, we have written a new book, Building Chicago’s Subways. While the elevated Chicago Loop is justly famous as a symbol of the city, the fascinating history of its subways is less well known. The City of Chicago broke ground on what would become the “Initial System of Subways” during the Great Depression and finished 20 years later. This gigantic construction project, a part of the New Deal, would overcome many obstacles while tunneling through Chicago’s soft blue clay, under congested downtown streets, and even beneath the mighty Chicago River. Chicago’s first rapid transit subway opened in 1943 after decades of wrangling over routes, financing, and logistics. It grew to encompass the State Street, Dearborn-Milwaukee, and West Side Subways, with the latter modernizing the old Garfield Park “L” into the median of Chicago’s first expressway. Take a trip underground and see how Chicago’s “I Will” spirit overcame challenges and persevered to help with the successful building of the subways that move millions. Building Chicago’s subways was national news and a matter of considerable civic pride–making it a “Second City” no more!

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

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

This is our 262nd 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 718,000 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.
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Your financial contributions help make this web site better, and are greatly appreciated.

A Tribute to Jeffrey L. Wien

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

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

Our Annual Fundraiser

We thank our readers for making 2020 our most successful yet, with 133,246 page views, surpassing our previous record of 2016, and a 30% increase over the previous year. Each January, we ask our readers to help defray the expenses involved with file storage, web hosting, domain registration and other overhead, the “nuts and bolts” things that make this blog possible. As of this writing, we have only raised $55 of this year’s $500 goal. If you enjoy what you see here, and would like it to continue, please consider making a donation by clicking on this link, or the one at the top or bottom of this post.

We thank you in advance for your time, consideration, and your generous support.

A Tribute to Jeffrey L. Wien

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

-David Sadowski

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

Recent Finds

Here are some of our own recent photo finds:

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

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

The same location today.

The same location today.

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

The same buildings today.

The same buildings today.

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

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

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

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

The back end of the same train.

The back end of the same train.

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

New Steam Audio CD:

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

misc676-001

STEAM CDs:

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

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

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

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

Total time – 45:49

The Trolley Dodger On the Air
We appeared on WGN radio in Chicago in November 2018, discussing our book Building Chicago’s Subways on the Dave Plier Show. You can hear our 19-minute conversation here.

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

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

There were three subway anniversaries in 2018 in Chicago:
60 years since the West Side Subway opened (June 22, 1958)
75 years since the State Street Subway opened (October 17, 1943)
80 years since subway construction started (December 17, 1938)
To commemorate these anniversaries, we have written a new book, Building Chicago’s Subways. While the elevated Chicago Loop is justly famous as a symbol of the city, the fascinating history of its subways is less well known. The City of Chicago broke ground on what would become the “Initial System of Subways” during the Great Depression and finished 20 years later. This gigantic construction project, a part of the New Deal, would overcome many obstacles while tunneling through Chicago’s soft blue clay, under congested downtown streets, and even beneath the mighty Chicago River. Chicago’s first rapid transit subway opened in 1943 after decades of wrangling over routes, financing, and logistics. It grew to encompass the State Street, Dearborn-Milwaukee, and West Side Subways, with the latter modernizing the old Garfield Park “L” into the median of Chicago’s first expressway. Take a trip underground and see how Chicago’s “I Will” spirit overcame challenges and persevered to help with the successful building of the subways that move millions. Building Chicago’s subways was national news and a matter of considerable civic pride–making it a “Second City” no more!

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

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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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October Surprises

Chicago Railways Pullman 513. This picture dates to between 1909 and 1920. I was fortunate to purchase this photo postcard recently, and cleaned up many of the imperfections in Photoshop. The caption on back reads, "Uncle Herbert Phipps, Chicago. This was taken during the summer. Your humble is stood with his hand(s) crossed. I look older in the picture than what I do in person. This picture reminds me of my grandfather. He looked a good deal like I do here." This may be the same person: "Born in New Whittington, Derbyshire, England on 7 May 1876 to George Phipps. Herbert Phipps married Frances Jane Fox and had 5 children. He passed away on 18 Oct 1928 in Chicago, Cook, Illinois, USA." See the Recent Correspondence section for more discussion about this picture.

Chicago Railways Pullman 513. This picture dates to between 1909 and 1920. I was fortunate to purchase this photo postcard recently, and cleaned up many of the imperfections in Photoshop. The caption on back reads, “Uncle Herbert Phipps, Chicago. This was taken during the summer. Your humble is stood with his hand(s) crossed. I look older in the picture than what I do in person. This picture reminds me of my grandfather. He looked a good deal like I do here.” This may be the same person: “Born in New Whittington, Derbyshire, England on 7 May 1876 to George Phipps. Herbert Phipps married Frances Jane Fox and had 5 children. He passed away on 18 Oct 1928 in Chicago, Cook, Illinois, USA.” See the Recent Correspondence section for more discussion about this picture.

October is often full of surprises, especially during an election year. Here are some surprisingly good traction photos for your enjoyment. Some, we were fortunate enough to purchase. We missed out on others, but they are still worth including. We also have some excellent Chicago streetcar pictures from the collections of William Shapotkin, plus some interesting correspondence from our readers. We thank all our contributors.

As always, if you have questions or comments about anything you see here, we are glad to hear from you. It helps to refer to individual photos by their file name, which you can find by hovering your mouse over the image.

-David Sadowski

PS- We have received more than 100,000 page views this year. This is the sixth straight year we have done this. We are very grateful for our readers. Thank you for stopping by.

Facebook Auxiliary Group

It seems we always have things left over after each new post. So, we thought it would be a good idea to create a Facebook auxiliary group for The Trolley Dodger. You can find it here. People can post pictures, links, have discussions, etc. etc., thanks.

Recent Finds

The Merchandise Mart station, looking south, on September 26, 1944. Those tracks at left went to the old North Water Terminal. This version of the image is a composite made up by combining the scans from two different prints, and shows slightly more of the overall scene than either would individually.

The Merchandise Mart station, looking south, on September 26, 1944. Those tracks at left went to the old North Water Terminal. This version of the image is a composite made up by combining the scans from two different prints, and shows slightly more of the overall scene than either would individually.

Chicago Aurora & Elgin 317 at Wheaton Yards on June 28, 1957. Passenger service ended on July 3rd. (Paul Stringham Photo)

Chicago Aurora & Elgin 317 at Wheaton Yards on June 28, 1957. Passenger service ended on July 3rd. (Paul Stringham Photo)

CA&E 430 and 315 at Wheaton Yards on August 7, 1954.

CA&E 430 and 315 at Wheaton Yards on August 7, 1954.

North Shore Line four-truck loco 459 at Pettibone Yards in North Chicago, IL on October 23, 1954. (Robert Selle Photo) Sderailway notes, "North Shore Line freight motor 459, one of two large four truck motors purchased from Oregon Electric, 459 was built in 1941 and sold to the North Shore Line in 1946. The large motors supplemented NSL’s smaller, slower, lower horse powered fleet of steeple cabs. With 459 being only 5 years old when purchased from OE it seems with only 17 years more years in NSL service, it still had a lot of “life” left in it."

North Shore Line four-truck loco 459 at Pettibone Yards in North Chicago, IL on October 23, 1954. (Robert Selle Photo) Sderailway notes, “North Shore Line freight motor 459, one of two large four truck motors purchased from Oregon Electric, 459 was built in 1941 and sold to the North Shore Line in 1946. The large motors supplemented NSL’s smaller, slower, lower horse powered fleet of steeple cabs. With 459 being only 5 years old when purchased from OE it seems with only 17 years more years in NSL service, it still had a lot of “life” left in it.”

CTA subway wash car S-108 is in front of trailer 1199 at the "L" supply yards at 63rd and South Park on January 9, 1954. (Robert Selle Photo)

CTA subway wash car S-108 is in front of trailer 1199 at the “L” supply yards at 63rd and South Park on January 9, 1954. (Robert Selle Photo)

Robert Selle captured this picture of Milwaukee Road steam locomotive 163 (4-6-2) pulling a commuter train just north of Lake Street in downtown Chicago on August 18, 1953. My family moved to the Mont Clare neighborhood in 1954, and we lived a block from the Milwaukee Road. My mother would hang her wash out to dry behind where we lived, and she told me her clothes were dirtied by the smoke from the steam engines (which were fast disappearing from the scene).

Robert Selle captured this picture of Milwaukee Road steam locomotive 163 (4-6-2) pulling a commuter train just north of Lake Street in downtown Chicago on August 18, 1953. My family moved to the Mont Clare neighborhood in 1954, and we lived a block from the Milwaukee Road. My mother would hang her wash out to dry behind where we lived, and she told me her clothes were dirtied by the smoke from the steam engines (which were fast disappearing from the scene).

Erie Lackawanna 3357 on the Gladstone branch in New Jersey on October 4, 1970. These cars somewhat resembled the Illinois Central Electric commuter trains built in 1936. The 3357 was built by Pullman in 1920 as a trailer and was retired in 1984. The inly information I could find is that it may be stored inoperable at Steamtown in Scranton, PA. The Gladstone Branch, currently operated by NJ Transit, had many of the attributes of an old-fashioned interurban, and our good friend Kenneth Gear has written about it on this site. (James C. Herold Photo)

Erie Lackawanna 3357 on the Gladstone branch in New Jersey on October 4, 1970. These cars somewhat resembled the Illinois Central Electric commuter trains built in 1936. The 3357 was built by Pullman in 1920 as a trailer and was retired in 1984. The inly information I could find is that it may be stored inoperable at Steamtown in Scranton, PA. The Gladstone Branch, currently operated by NJ Transit, had many of the attributes of an old-fashioned interurban, and our good friend Kenneth Gear has written about it on this site. (James C. Herold Photo)

The North Shore Line interurban operated city streetcars in Milwaukee and Waukegan. Here's what Don's Rail Photos tells us about this car: "313 and 315 were built by St. Louis Car in 1915 as 313 and 315 of the Empire State Ry for service in Oswego, NY. After only two years, they were sold to the North Shore in June 1918. 313 was rebuilt to one man service on March 12, 1919, and retired in 1941. 315 was rebuilt on February 24, 1919, and retired in 1940. Both were scrapped in 1945." Don Ross adds, "North Shore 313 was taken at Waukegan. I don’t think it never ran in Milwaukee. We had the 2 door Birneys and 2 350s in Milwaukee until Waukegan quit. We got the 250s and the Birneys were dumped. The 500s were for Milwaukee but switched to Waukegan when the Birneys came."

The North Shore Line interurban operated city streetcars in Milwaukee and Waukegan. Here’s what Don’s Rail Photos tells us about this car: “313 and 315 were built by St. Louis Car in 1915 as 313 and 315 of the Empire State Ry for service in Oswego, NY. After only two years, they were sold to the North Shore in June 1918. 313 was rebuilt to one man service on March 12, 1919, and retired in 1941. 315 was rebuilt on February 24, 1919, and retired in 1940. Both were scrapped in 1945.” Don Ross adds, “North Shore 313 was taken at Waukegan. I don’t think it never ran in Milwaukee. We had the 2 door Birneys and 2 350s in Milwaukee until Waukegan quit. We got the 250s and the Birneys were dumped. The 500s were for Milwaukee but switched to Waukegan when the Birneys came.”

Chicago Rapid Transit 3048 at Marion Street in Oak Park, part of a Lake Street "L" train in the 1940s. Don's Rail Photos: "3001 thru 3100 were built by Gilbert in 1893 as Lake Street Elevated RR 1 thru 100. In 1913 they were renumbered 3001 thru 3100 and became Chicago Rapid Transit 3001 thru 3100 in 1923."

Chicago Rapid Transit 3048 at Marion Street in Oak Park, part of a Lake Street “L” train in the 1940s. Don’s Rail Photos: “3001 thru 3100 were built by Gilbert in 1893 as Lake Street Elevated RR 1 thru 100. In 1913 they were renumbered 3001 thru 3100 and became Chicago Rapid Transit 3001 thru 3100 in 1923.”

Brill built experimental pre-PCC 7001 in 1934, signed for Broadway-State. The picture can be dated because it ran direct service to A Century of Progress during the second season of this Chicago World's Fair.

Brill built experimental pre-PCC 7001 in 1934, signed for Broadway-State. The picture can be dated because it ran direct service to A Century of Progress during the second season of this Chicago World’s Fair.

Likewise, this picture of CSL 7001 can be dated to 1936, since it is signed as part of the opening ceremonies for the new Ashland Avenue bridge, which connected both parts of the Ashland car line. As the new PCCs weren't delivered until later in the year, 7001 was CSL's newest car and thus was featured along with a parade of historical equipment. As we have shown in other posts, the interior was similar to the pre-PCC cars built in 1935 for Washington, DC. It was retired in 1944 and unfortunately, scrapped in 1959.

Likewise, this picture of CSL 7001 can be dated to 1936, since it is signed as part of the opening ceremonies for the new Ashland Avenue bridge, which connected both parts of the Ashland car line. As the new PCCs weren’t delivered until later in the year, 7001 was CSL’s newest car and thus was featured along with a parade of historical equipment. As we have shown in other posts, the interior was similar to the pre-PCC cars built in 1935 for Washington, DC. It was retired in 1944 and unfortunately, scrapped in 1959.

More That Got Away

The Trolley Dodger competes with many other people to buy images for this site. Here are some that we noticed recently that slipped through our fingers. As they say, you can’t win ’em all.

North Shore Line observation parlor car 420.

North Shore Line observation parlor car 420.

The CRT Laramie Shops, adjacent to the ground-level "L" station. We are looking east.

The CRT Laramie Shops, adjacent to the ground-level “L” station. We are looking east.

CRT 4322, signed for Garfield Park and Maywood, is at Mannheim and 22nd Street in Westchester, according to the eagle-eyed Mitch Markovitz.

CRT 4322, signed for Garfield Park and Maywood, is at Mannheim and 22nd Street in Westchester, according to the eagle-eyed Mitch Markovitz.

A Chicago Rapid Transit Company one-car train on the Niles Center (Skokie) line.

A Chicago Rapid Transit Company one-car train on the Niles Center (Skokie) line.

The north portal of the State Street Subway, probably in the 1940s.

The north portal of the State Street Subway, probably in the 1940s.

A train of wooden "L" cars rounds the curve at Sedgwick.

A train of wooden “L” cars rounds the curve at Sedgwick.

An eastbound two-car train of CTA 4000s on the Lake Street "L" in 1964.

An eastbound two-car train of CTA 4000s on the Lake Street “L” in 1964.

Chicago Surface Lines 563 on Madison Street in 1928, in front of the old Northwestern Station.

Chicago Surface Lines 563 on Madison Street in 1928, in front of the old Northwestern Station.

Old and new control towers at Logan Square in 1966.

Old and new control towers at Logan Square in 1966.

The CTA Canal Street station on the Met main line, probably in the early 1950s. "L" cars and CA&E interurbans are present.

The CTA Canal Street station on the Met main line, probably in the early 1950s. “L” cars and CA&E interurbans are present.

A CA&E maintenance of way vehicle at the Wheaton Shops.

A CA&E maintenance of way vehicle at the Wheaton Shops.

MTA 3323 is a double-ended PCC built by Pullman for the Dallas system in 1945. It was sold to Boston in 1959, as more cars were needed once the new Riverside line opened.

MTA 3323 is a double-ended PCC built by Pullman for the Dallas system in 1945. It was sold to Boston in 1959, as more cars were needed once the new Riverside line opened.

Chicago Surface Lines 5377 was built by Brill-Kuhlman in 1907. This photo postcard was purchased by Jeff Marinoff.

Chicago Surface Lines 5377 was built by Brill-Kuhlman in 1907. This photo postcard was purchased by Jeff Marinoff.

Red Arrow car 19 has just departed the end of the line of the Ardmore line on June 11, 1966, about six months before buses replaced rail here.

Red Arrow car 19 has just departed the end of the line of the Ardmore line on June 11, 1966, about six months before buses replaced rail here.

This is where the trolley line ended in Ardmore. It has been turned into a pocket park and parking lot.

This is where the trolley line ended in Ardmore. It has been turned into a pocket park and parking lot.

MBTA 3271 running as part of a multiple unit train on Tremont Street in Newton, MA on May 30, 1982. This may be a fantrip, as regular streetcar service on these tracks ended in 1969. Seeing a car signed for Route A - Watertown is quite rare, as the lettered routes were just being introduced around the time Watertown was bussed. The tracks and overhead remained in place for many years, for access to the Watertown car house, but have since been removed. The Watertown line fell victim to a car shortage in the late 1960s. It also had to cross an expressway and run against one-way traffic, another factor.

MBTA 3271 running as part of a multiple unit train on Tremont Street in Newton, MA on May 30, 1982. This may be a fantrip, as regular streetcar service on these tracks ended in 1969. Seeing a car signed for Route A – Watertown is quite rare, as the lettered routes were just being introduced around the time Watertown was bussed. The tracks and overhead remained in place for many years, for access to the Watertown car house, but have since been removed. The Watertown line fell victim to a car shortage in the late 1960s. It also had to cross an expressway and run against one-way traffic, another factor.

The same location today.

The same location today.

Red Arrow car 24 is at Darby and Brookline Roads in Havertown, PA on May 29, 1958, on the Ardmore line.

Red Arrow car 24 is at Darby and Brookline Roads in Havertown, PA on May 29, 1958, on the Ardmore line.

The same location today.

The same location today.

The interior of New Orleans Public Service 924 on April 19, 1958, as photographed by Bob Selle. Note the ugly signs, evidence of the racial segregation of the time.

The interior of New Orleans Public Service 924 on April 19, 1958, as photographed by Bob Selle. Note the ugly signs, evidence of the racial segregation of the time.

On July 15, 1955 C&NW 4-6-2 #511 pulls a commuter train in Chicago. Bi-levels were pulled by steam, but here we see steam right next to some bi-levels.

On July 15, 1955 C&NW 4-6-2 #511 pulls a commuter train in Chicago. Bi-levels were pulled by steam, but here we see steam right next to some bi-levels.

CTA 45 and 46 are part of a work train in Evanston on May 30, 1994.

CTA 45 and 46 are part of a work train in Evanston on May 30, 1994.

CTA 22 and 32 are part of a work train in Evanston on May 30, 1994.

CTA 22 and 32 are part of a work train in Evanston on May 30, 1994.

CA&E 34 and many others at the Wheaton yard in 1962, after abandonment of the railroad, but before the equipment was disposed of.

CA&E 34 and many others at the Wheaton yard in 1962, after abandonment of the railroad, but before the equipment was disposed of.

Logan Square yard in 1966.

Logan Square yard in 1966.

A North Shore Line train stops at Zion, illinois for a photo stop in June 1961. The religious community here made the interurban put in a much larger station than ridership required, because they believed their community would grow rapidly.

A North Shore Line train stops at Zion, illinois for a photo stop in June 1961. The religious community here made the interurban put in a much larger station than ridership required, because they believed their community would grow rapidly.

Two "L" trains pass at the Merchandise Mart station circa 1955.

Two “L” trains pass at the Merchandise Mart station circa 1955.

Kodak did not stamp the processing date on slides until around 1958, but this appears to be around 1955 from the autos. The Garfield Park "L" crossing over the Chicago River near Union Station. We are looking to the northwest.

Kodak did not stamp the processing date on slides until around 1958, but this appears to be around 1955 from the autos. The Garfield Park “L” crossing over the Chicago River near Union Station. We are looking to the northwest.

Chicago Aurora & Elgin 309 appears to be on a fantrip. Not sure of the location.

Chicago Aurora & Elgin 309 appears to be on a fantrip. Not sure of the location.

Red Arrow car 22 is at Sheldon and Spring Avenue in September 1965 on the Ardmore line. At the end of 1966, it was converted to buses.

Red Arrow car 22 is at Sheldon and Spring Avenue in September 1965 on the Ardmore line. At the end of 1966, it was converted to buses.

The same location today.

A CTA Garfield Park train heads west on Van Buren at Western. Streetcars crossed here until June 1956. Tracks are still evident, but I don't see any wire, so this could be after that.

A CTA Garfield Park train heads west on Van Buren at Western. Streetcars crossed here until June 1956. Tracks are still evident, but I don’t see any wire, so this could be after that.

Don's Rail Photos" "S-347 was built by Cincinnati Car in 1922, #2660, as 4323. It was rebuilt on February 26, 1965, as S-347 and sold to Indiana Transportation in June 1979." Perhaps this picture was taken in Indiana. The museum has since lost this location.

Don’s Rail Photos” “S-347 was built by Cincinnati Car in 1922, #2660, as 4323. It was rebuilt on February 26, 1965, as S-347 and sold to Indiana Transportation in June 1979.” Perhaps this picture was taken in Indiana. The museum has since lost this location.

CTA 7180 is about to depart the terminal loop just south of Howard Street on Clark. Where the PCCs are is now a restaurant patio area.

CTA 7180 is about to depart the terminal loop just south of Howard Street on Clark. Where the PCCs are is now a restaurant patio area.

A westbound Garfield Park train at Sacramento. You can see the beginnings of the temporary ramp at this location, which connected to the ground-level right-of-way used in Van Buren Street from 1953 to 1958. That was north of the old right-of-way. Sacramento was one of two points where the old "L" crossed the right-of-way of the Congress Expressway, then under construction.

A westbound Garfield Park train at Sacramento. You can see the beginnings of the temporary ramp at this location, which connected to the ground-level right-of-way used in Van Buren Street from 1953 to 1958. That was north of the old right-of-way. Sacramento was one of two points where the old “L” crossed the right-of-way of the Congress Expressway, then under construction.

CTA 7169 is southbound on Route 22 Clark-Wentworth. Perhaps this is somewhere on the south side, as I don't recall such a hill on the north side. Andre Kristopans: "PCC on hill is a pullout heading east on 69th at Parnell." On the other hand, our resident south side expert M.E. writes, "No scenes along Wentworth or Vincennes looked like this. So right away I thought this photo had to be along 81st St. Sure enough -- read the street sign at the left: 81st and Parnell." Robert Lalich: "M.E. is correct on the location of CTA 7169. The street sign plainly shows 81st and Parnell. The WB car is about to duck under the C&WI tracks. Two of the three buildings on the left are still there."

CTA 7169 is southbound on Route 22 Clark-Wentworth. Perhaps this is somewhere on the south side, as I don’t recall such a hill on the north side. Andre Kristopans: “PCC on hill is a pullout heading east on 69th at Parnell.” On the other hand, our resident south side expert M.E. writes, “No scenes along Wentworth or Vincennes looked like this. So right away I thought this photo had to be along 81st St. Sure enough — read the street sign at the left: 81st and Parnell.” Robert Lalich: “M.E. is correct on the location of CTA 7169. The street sign plainly shows 81st and Parnell. The WB car is about to duck under the C&WI tracks. Two of the three buildings on the left are still there.”

This is the Isabella station on the Evanston branch (today's CTA Purple Line) in 1970. That's a two-car train of 4000s. Note the lack of third rail.

This is the Isabella station on the Evanston branch (today’s CTA Purple Line) in 1970. That’s a two-car train of 4000s. Note the lack of third rail.

Some fans are shooting a South Shore Line freight in Gary, Indiana. The car looks like about a 1936 Lincoln Zephyr.

Some fans are shooting a South Shore Line freight in Gary, Indiana. The car looks like about a 1936 Lincoln Zephyr.

Don's Rail Photos: "South Shore Line 1126 was a work motor built by Niles in 1908 as CLS&SB 73. In 1927 it was rebuilt into work motor 1126. In 1941 it was sold and converted to a house. In 1994 it was purchased for restoration from a buyer who had picked it up the month before for back taxes. He really did not want the car, just the land. Bob Harris began restoration in 2005." The sign says South Bend Limited.

Don’s Rail Photos: “South Shore Line 1126 was a work motor built by Niles in 1908 as CLS&SB 73. In 1927 it was rebuilt into work motor 1126. In 1941 it was sold and converted to a house. In 1994 it was purchased for restoration from a buyer who had picked it up the month before for back taxes. He really did not want the car, just the land. Bob Harris began restoration in 2005.” The sign says South Bend Limited.

Fort Dodge, Des Moines & Southern (Iowa) car 82 in 1947. That car at left is probably from the late 1920s, though.

Fort Dodge, Des Moines & Southern (Iowa) car 82 in 1947. That car at left is probably from the late 1920s, though.

This Kodachrome slide is from 1943 and shows the Five Mile Beach Electric Railway in Wildwood, NJ, which converted to buses the following year. This is a resort town and business was hurt during the war, as there were nighttime blackouts.

This Kodachrome slide is from 1943 and shows the Five Mile Beach Electric Railway in Wildwood, NJ, which converted to buses the following year. This is a resort town and business was hurt during the war, as there were nighttime blackouts.

North Shore Line 178 at Harrison Street in Milwaukee in 1955. Don's Rail Photos: "178 was built by Cincinnati Car in September 1920, #2455."

North Shore Line 178 at Harrison Street in Milwaukee in 1955. Don’s Rail Photos: “178 was built by Cincinnati Car in September 1920, #2455.”

A Des Moines, Iowa streetcar in the 1940s.

A Des Moines, Iowa streetcar in the 1940s.

A westbound Lake Street "A" train, when the outer portion of that line ran at ground level west of Laramie. This is somewhere in Oak Park, perhaps between Home Avenue and Kenilworth.

A westbound Lake Street “A” train, when the outer portion of that line ran at ground level west of Laramie. This is somewhere in Oak Park, perhaps between Home Avenue and Kenilworth.

From the Collections of William Shapotkin:

All the pictures in this section have been graciously shared by our good friend Bill Shapotkin.

CSL 106 in May 1947.

CSL 106 in May 1947.

CTA 123 at Kedzie and Van Buren in December 1948.

CTA 123 at Kedzie and Van Buren in December 1948.

CSL 135.

CSL 135.

CSL 204 in December 1946.

CSL 204 in December 1946.

CTA 5512 at 79th and Wentworth in January 1948. Correction- Robert Lalich writes, "Photo rbk612 shows car 5512 crossing the B&O Brookdale Branch at 79th and Oglesby."

CTA 5512 at 79th and Wentworth in January 1948. Correction- Robert Lalich writes, “Photo rbk612 shows car 5512 crossing the B&O Brookdale Branch at 79th and Oglesby.”

CSL 6013 at Kedzie and Bryn Mawr in 1946.

CSL 6013 at Kedzie and Bryn Mawr in 1946.

CSL 5087 at State and 13th in June 1939, during construction of the State Street Subway.

CSL 5087 at State and 13th in June 1939, during construction of the State Street Subway.

CSL 1994 at Division and Lavergne in May 1943.

CSL 1994 at Division and Lavergne in May 1943.

CTA 6148.

CTA 6148.

CSL 1825 at West Shops.

CSL 1825 at West Shops.

CTA 3315.

CTA 3315.

CSL 1398 at 21st and Marshall Boulevard on July 6, 1946.

CSL 1398 at 21st and Marshall Boulevard on July 6, 1946.

CTA 225 on Route 9 - Ashland. This car went to the Seashore Trolley Museum in 1957, where it remains today.

CTA 225 on Route 9 – Ashland. This car went to the Seashore Trolley Museum in 1957, where it remains today.

CSL 401 at Cicero and Belden in May 1946.

CSL 401 at Cicero and Belden in May 1946.

CTA 117 on North Avenue by the Chicago River in April 1949.

CTA 117 on North Avenue by the Chicago River in April 1949.

CTA 6209 on Route 93 by the Belt Railway, between Kenwood and Harper on August 13, 1948. M.E. notes, "The destination sign begins with "89 Avenue", so this car is running east. Lind's book confirms the eastern terminus was at 89th and Avenue O."

CTA 6209 on Route 93 by the Belt Railway, between Kenwood and Harper on August 13, 1948. M.E. notes, “The destination sign begins with “89 Avenue”, so this car is running east. Lind’s book confirms the eastern terminus was at 89th and Avenue O.”

CTA 6050 on Route 55 just south of Lake Street.

CTA 6050 on Route 55 just south of Lake Street.

CTA 7217 on Route 36 - Broadway-State. (Robert W. Gibson Photo)

CTA 7217 on Route 36 – Broadway-State. (Robert W. Gibson Photo)

CTA 4401 at Skokie Shops in 1972, after retirement.

CTA 4401 at Skokie Shops in 1972, after retirement.

CSL 2919 at 26th and Halsted in 1946.

CSL 2919 at 26th and Halsted in 1946.

CSL 1423 on 26th Street on September 27, 1946. (Gordon E. Lloyd Photo)

CSL 1423 on 26th Street on September 27, 1946. (Gordon E. Lloyd Photo)

CTA 214 on Belmont at Western Avenue, with Riverview amusement park in the background. The tall structure is the parachute jump. I rode that once (the park closed after the 1967 season). This picture was taken on December 31, 1948.

CTA 214 on Belmont at Western Avenue, with Riverview amusement park in the background. The tall structure is the parachute jump. I rode that once (the park closed after the 1967 season). This picture was taken on December 31, 1948.

CSL 1007 at Wabash and 8th Street. The 8th Street Theater at right is where the WLS National Barn Dance did their weekly broadcast for several years. (Heier Industrial Photo)

CSL 1007 at Wabash and 8th Street. The 8th Street Theater at right is where the WLS National Barn Dance did their weekly broadcast for several years. (Heier Industrial Photo)

CTA 177 on Halsted on February 22, 1954, running northbound at the intersection of Halsted, Grand, and Milwaukee.

CTA 177 on Halsted on February 22, 1954, running northbound at the intersection of Halsted, Grand, and Milwaukee.

CTA 4405 on Clark Street at Chicago Avenue. Bill Barber writes, "I believe this photo in your Oct 12th email is misdated. The blue station wagon in front of the PCC is a 1956 Plymouth and the yellow and white car immediately behind the PCC is a 1955 Chevy. Considering that new automobile models were introduced, at that time, in September of the year before the actual model year, the earliest that this photo could be is late 1955."

CTA 4405 on Clark Street at Chicago Avenue. Bill Barber writes, “I believe this photo in your Oct 12th email is misdated. The blue station wagon in front of the PCC is a 1956 Plymouth and the yellow and white car immediately behind the PCC is a 1955 Chevy. Considering that new automobile models were introduced, at that time, in September of the year before the actual model year, the earliest that this photo could be is late 1955.”

CTA 1752 at Cottage Grove and Cermak on September 8, 1951.

CTA 1752 at Cottage Grove and Cermak on September 8, 1951.

The South Shore Line in East Chicago, Indiana, when it ran on the street. In 1956, this trackage was relocated to run parallel to the new Indiana Toll Road. Robert Lalich: "Photo 683 was taken at White Oak and Chicago Ave in East Chicago. The train is WB and is about to curve to the north onto private right of way before crossing the B&OCT near Columbia Ave. Notice the unusual placement of flashers on the left to warn westbound motorists."

The South Shore Line in East Chicago, Indiana, when it ran on the street. In 1956, this trackage was relocated to run parallel to the new Indiana Toll Road. Robert Lalich: “Photo 683 was taken at White Oak and Chicago Ave in East Chicago. The train is WB and is about to curve to the north onto private right of way before crossing the B&OCT near Columbia Ave. Notice the unusual placement of flashers on the left to warn westbound motorists.”

Since we posted this picture, two people have identified it as Kedzie and Van Buren.

Since we posted this picture, two people have identified it as Kedzie and Van Buren.

CTA sprinkler D-203.

CTA sprinkler D-203.

CTA Peter Witt 3375 at Wabash and 18th, running on Route 4 in 1948.

CTA Peter Witt 3375 at Wabash and 18th, running on Route 4 in 1948.

Recent Correspondence

The unrestored version of the postcard shown at the top of this post.

The unrestored version of the postcard shown at the top of this post.

This postcard of Pullman streetcar 513 generated some discussion with our friend Jeff Marinoff, and additional comments from some others.

Jeff Marinoff writes:

Here is the info I received from Walter Keevil on Chicago Railway Company car # 513:

It is car 513 at a very early date. The number is readable on the side of the car as well as the front, though the middle digit is washed out on the front. There were three digit car numbers from 101 to 999. 513 was a Large or Old Pullman delivered in 1908-09 to Chicago Railway Co. before CSL took over management. The cars were originally painted a ‘medium’ green with red sash and doors so the photo shows everything black. The numbers were gold which also appears very dark. The well known red and cream didn’t come until 1920. I don’t know when the car numbers on the sides were moved to the center instead of the ends. The car in the photo looks a bit beat up, not the way CSL kept its cars until WW II.

Andre Kristopans adds:

Noticed that too, rather shabby condition. Maybe during WW1? Suppose maintenance went down on account of war and Spanish Flu at the same time.

Sandy Terman adds:

Regarding photo 513. Appears the big Pullmans were manufactured w/o the eight roof ventilators (4 on each side of the top hat) and w/o boarding air doors which were installed on the 500 series in later years. Question is why were the vents not manufactured on the baby Pullmans that were very similar?

We recently received an interesting comment on our previous post The Green Hornet Streetcar Disaster (May 19, 2015). It was directed at Craig Allen Cleve, who authored a book by that title, so we forwarded it to him and he in turn replied.

Bren Sheriff writes:

Mr. Cleve,
The NAACP has owned 11 contiguous lots on the east side of State Street between 62nd and 63rd for over 30 years; the lot addresses are 6209-6251 S State. I bet there is a story behind how the donor acquired the lots and why they made the decision to donate them to the NAACP. Unfortunately, no one in the unit knows. In your research did you come across any land ownership info. The public records online only go back to 1988. Perhaps I’ll get down to look at the original entry books.

We are contemplating developing the lots and putting up a memorial plaque. Not that it matters, but how many victims, both the 34 dead and 50 injured, were Black?

I am one of the few folks that I know that can remember this tragic accident. The reason I remember it so well is because my family went through several hours of anguish waiting to hear from my mother; she often rode the State Street Green Hornet home from work.

My mom worked at Spiegel’s on 35th near Morgan, we lived on 69th and Michigan; she often rode home on the State Street line. On the day of the accident she decided to go shopping for a graduation gift for my cousin, she had not told my aunt. When she was not home by 6pm, as usual, it concerned my aunt. However, all of us were put into a panic when the thick dark plumes of smoke rose from the enflamed accident site and filled the sky. One of our neighbors told us that there had been an accident on State between a street car and gasoline truck.

My cousin and a friend got on their bikes and rode over to State Street to try to see the site, unsuccessfully – it had been cordoned off. On their way home they saw my mom walking from Wentworth to Michigan on 69th Street. Seeing her enter the back gate was one of the most beautiful sights I’ve ever seen, even to this day.

She is now 95 and aphasic. Over the years, we never discussed that day nor the horrific accident.

Craig Allen Cleve replies:

Hello, Ben. Thanks for your question. I’ll do my best to answer your questions.

1. Regarding the properties along the east side of the 6200 block of S. State St., I never looked into records regarding ownership. In hindsight, it might have been worthwhile, considering reports that about 120 people were left homeless after the fire. There were only five structures that were completely destroyed, including the large tenement adjacent to the entrance to the turnaround loop. I’m guessing absentee landlords and severe overcrowding. I never researched ownership of the land post fire;

2. Thirty-three people died in the blaze, although several papers reported thirty-four. This was most likely due to the frightful condition of the bodies, particularly those who died at the rear of the trolley. Subsequent examinations put the number at thirty-three;

3. Of the 33, to my best recollection, the following victims were African-American:
Marietta Catlin
Minnnie Banks Dade
Clara Dobson
Bertha Dowdell
George Dowdell
Alean Fisher
Floreine Foster
Marie A. Franklin
Tishie Mae Johnson
Daisy Palmer
Luella Phillips
Julia Piercefield
Annie Richardson
Mamie Robinson
Rosa Saunders
Earl Sue Sharp
Ollie Smith
Dorothy Townsend
Douglas Turner

That’s about 60%. A good portion of those folks were on their way to Princeton Park, located at about 91st. St. and Wentworth Ave. Princeton Park was a housing development which targeted middle-class blacks in its ad campaigns.

4. I happy to hear that if the land is developed, that the idea of a memorial of some kind is at least being considered. Please let me know if I can help in any way. I hope this info was helpful.

Cordially,

Craig Cleve

Jon Roma writes:

David, in a recent post to The Trolley Dodger (The End of Summer – September 1, 2020), you have two news photographs of a derailment on the Rapid Transit at Wabash and Van Buren in May 1942. Attached is the article and pictures from the Chicago Daily Tribune from the following day’s newspaper (May 14, 1942).

I’m not certain how a fire a block away from Tower 12 caused this derailment, but my educated guess is that the disruption threw the towerman off his game, leading him to inadvertently throw a switch under a train, jackknifing it into the tower. One CRT employee was killed in this.

Thanks for sharing! The caption on one of the two press photos we posted also mentions that some trains were being rerouted because of the fire. That could also have been a factor in the interlocking switches not getting set correctly.

Wally Weart writes:

As I grew up in Chicago post WW II, many of these pictures bring back lots of memories, I grew up on the North Side but had family on the South Side so I was able to see a lot of Chicago streetcars and “L”s. I rode all the interurbans in the Midwest that were still operating. Please keep up your work, I really enjoy it.

We will do our best, thanks.  Keep those cards and letters coming in, folks!

-David Sadowski

New Steam Audio CD:

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

misc676-001

STEAM CDs:

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

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

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

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

Total time – 45:49

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

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

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

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

City Scene with Nuns (1947) by Robert W. Addison, in the collection of the Art Institute of Chicago.

City Scene with Nuns (1947) by Robert W. Addison, in the collection of the Art Institute of Chicago.

A long, hot summer is beginning to come to and end here in Chicago, and we have lots of great new images to share with you today. We thank all the original photographers, and our contributors.

We have many recent photo finds of our own, some great new ones thanks to Bill Shapotkin, and another batch that, for one reason or another, we were unable to purchase (but are still worth looking at).

We have been hard at work on our next book, Chicago’s Lost “L”s, and recently turned in all the text and images to our publisher. I am sure there will be additional changes (there always are), but I thought it would be useful to talk a bit about the process of making a book (see below).

We all have our ways of coping with situations. Working on a book has helped me keep focused during this pandemic.

Have a safe Labor Day weekend, everyone.

-David Sadowski

How a Book is Made

Technology may have changed since the 1950s, but you still have to go through your images one at a time.

Technology may have changed since the 1950s, but you still have to go through your images one at a time.

My new book Chicago’s Lost “L”s is the third part of a trilogy, along with Chicago Trolleys and Building Chicago’s Subways. I got the idea for all three books some years ago, and have been collecting images with this in mind for nearly six years.

Without an idea, there is no book. While there have been plenty of books about Chicago’s famed “L”, each one is different. The subject is so large, an author has to put their own unique “spin” on it. I decided my brief would be to showcase those aspects of the “L” that don’t exist any longer.

This, I believe, many people are interested in. Whenever the subject of various “L” lines that no longer exist comes up, I get the feeling people want to know more about this. So there is a need.

You make a proposal to your publisher, and if they like what they here, you enter into a contract that has specifics of what they need, and deadlines for when you give it to them. Books to be don’t come with instruction manuals of how to put them together, though.

There, you’re on your own, and I am sure the creative process is different for every author, and for every book.

I realized the project was doable when I had collected most of the images I would need. The first thing I did was to go through my entire image collection and look at everything. I started setting aside any images that I thought could be relevant, using an image editor. I went through 20,000 images, and I did this three times– at the beginning, middle, and near the end of the project. That was necessary, because each time I was looking for something different.

One of the most important things and author needs to determine is, how will things be organized? Chronologically, geographically, or thematically? Each approach has advantages and disadvantages, and the subject usually needs a combination of all these.

Once I decided on what the chapters in the book would be, I started a folder in my image editor for each one. Then, I started sorting the images in each folder in order, shuffling and reshuffling them until I was happy with the results.

Even after I had selected the proper number of images, I eventually ended up replacing about one-third of them. As time went on, my book’s narrative began to develop. As it did, some images fit, and others did not.

After I was satisfied with my image choices, I began writing the captions to go with them. If I couldn’t figure out a good caption for something, it had to go. Everything that stays in the book needs a good reason for being there. Writing means rewriting, over and over, as many times as necessary to say what you want to say in the most economic and efficient way possible.

Along the way, you find that no matter how much research you have done, the book needs more. You figure out what’s missing, and you do everything you can to find those things that can complete the story you are trying to tell. In general, it’s the oldest things that are hardest to find.

As you learn more while putting things together, the book tells you what it needs to be, and this is always going to be somewhat different than what you thought it was at the start. You always need to dig deeper.

The last thing I wrote was the introduction. That’s the opposite of how I approached my previous two books, but this time I wanted to see what would be included in the book first.

I also spent many, many long hours working over images in Photoshop. This includes the various maps I am using. I want everything to look its best when you open up your copy of Chicago’s Lost “L”s and start reading it.

One thing I noticed, when sorting through my images, is how sometimes, when I had duplicates of an image, they weren’t always identical. It occurs to me that when black-and-white prints were made from medium-format negatives, they were probably made in batches, and the same neg could have been printed multiple times over the years. Each time, the neg would be positioned a bit differently.

Now it is possible to combine those images using a program called Microsoft Image Composite Editor. The result is an image that is closer to the full size of the negative. I was able to do this for five or six images in the book.

More information about Chicago’s Lost “L”s will follow, as available. Once a book is published, it belongs to the readers, and you can decide whether or not it is worthwhile, but whatever the result, I have given this project 110%.

When you challenge yourself to reach a goal, it forces you to do better.  I learn so much every time I work on a new book– new skills, new methods, more efficiency, more organization, more knowledge.  And when someone reads one of my books, and appreciates it (if they do), that’s the icing on the cake.

Howard Terminal looking west in 1959. Ultimately, this picture did not make it into the book.

Howard Terminal looking west in 1959. Ultimately, this picture did not make it into the book.

The same location on June 6, 2020.

The same location on June 6, 2020.

I spent a lot of time cleaning up this image, but decided not to use it. The steam engines Chicago used on the "L" were similar to those in New York, but they weren't identical-- they were more robust. They didn't have the same specs.

I spent a lot of time cleaning up this image, but decided not to use it. The steam engines Chicago used on the “L” were similar to those in New York, but they weren’t identical– they were more robust. They didn’t have the same specs.

I took this picture of the former Linen Avenue station in Wilmette on June 6, 2020, but it didn't make the cut.

I took this picture of the former Linen Avenue station in Wilmette on June 6, 2020, but it didn’t make the cut.

I spent considerable time cleaning up this track map of the Kenwood "L" before I found something else I chose to use.

I spent considerable time cleaning up this track map of the Kenwood “L” before I found something else I chose to use.

The same goes for this map of the Stock Yards branch.

The same goes for this map of the Stock Yards branch.

In this case, after putting the two versions of this image together, only a small amount was missing at the top, not difficult to replace.

In this case, after putting the two versions of this image together, only a small amount was missing at the top, not difficult to replace.

You can see how the same negative was lined up slightly differently both times it was printed. It was not difficult to fill in the missing parts on the two corners and bottom.

You can see how the same negative was lined up slightly differently both times it was printed. It was not difficult to fill in the missing parts on the two corners and bottom.

Recent Finds

El Tracks (1949) by Robert W. Addison. The El looks like New York, but the streetcar seems more like Chicago.

El Tracks (1949) by Robert W. Addison. The El looks like New York, but the streetcar seems more like Chicago.

The Chicago Aurora & Elgin owned everything west of Laramie Avenue, and in June 1953, were storing cars mid-day at Lockwood Yard (5300 W.). Wood cars 28 and 207 are seen, among others. (Ray Mueller Photo)

The Chicago Aurora & Elgin owned everything west of Laramie Avenue, and in June 1953, were storing cars mid-day at Lockwood Yard (5300 W.). Wood cars 28 and 207 are seen, among others. (Ray Mueller Photo)

Mark Jesperson, who now lives in France, has written a Wilmette history article and is using one of our images. In turn, he sent us this nice picture, taken in the early 1950s at Linden Avenue, showing a gate car. Evanston became a shuttle to Howard starting in August 1949 (except for the Evanston Express).

Mark Jesperson, who now lives in France, has written a Wilmette history article and is using one of our images. In turn, he sent us this nice picture, taken in the early 1950s at Linden Avenue, showing a gate car. Evanston became a shuttle to Howard starting in August 1949 (except for the Evanston Express).

An early Loop photo looking north from Tower 12 at Wabash and Van Buren. I think this is pre-1913, meaning it's the left-hand-running bi-directional Loop. The Met car at left is going away from us on the Inner Loop, while that is probably a South Side car coming towards us, heading south.

An early Loop photo looking north from Tower 12 at Wabash and Van Buren. I think this is pre-1913, meaning it’s the left-hand-running bi-directional Loop. The Met car at left is going away from us on the Inner Loop, while that is probably a South Side car coming towards us, heading south.

Another early view of the Loop, again at Wabash and Van Buren, this time looking west.

Another early view of the Loop, again at Wabash and Van Buren, this time looking west.

When the Indiana Railroad interurban shut down in 1941, Lehigh Valley Transit bought high-speed car 55. Here, it's on a Pennsylvania Railroad flatcar. LVT turned it into car 1030, showcase of their fleet on the Liberty Bell Route between Allentown and Philadelphia. It is now at the Seashore Trolley Museum. (H. P. Sell Photo)

When the Indiana Railroad interurban shut down in 1941, Lehigh Valley Transit bought high-speed car 55. Here, it’s on a Pennsylvania Railroad flatcar. LVT turned it into car 1030, showcase of their fleet on the Liberty Bell Route between Allentown and Philadelphia. It is now at the Seashore Trolley Museum. (H. P. Sell Photo)

CTA PCC 7363 at Devon Station (car barn), possibly in 1957. Part of the building here was destroyed by fire years earlier.

CTA PCC 7363 at Devon Station (car barn), possibly in 1957. Part of the building here was destroyed by fire years earlier.

LVT high-speed 1022. Except for 1030, all the modern lightweight high-speed cars on the Liberty Bell Limited were ex-Cincinnati & Lake Erie.

LVT high-speed 1022. Except for 1030, all the modern lightweight high-speed cars on the Liberty Bell Limited were ex-Cincinnati & Lake Erie.

LVT 1008 in Allentown.

LVT 1008 in Allentown.

Cook County #1 was used to transport mental health patients between facilities such as Dunning on Chicago's northwest side. Don's Rail Photos: "1, hospital car, was built by CSL in 1918. It was retired on September 21, 1939."

Cook County #1 was used to transport mental health patients between facilities such as Dunning on Chicago’s northwest side. Don’s Rail Photos: “1, hospital car, was built by CSL in 1918. It was retired on September 21, 1939.”

June 21, 1958 was the day before the new Congress-Douglas-Milwaukee line went into regular service. It was also the last day the Douglas Park trains ran downtown over the Lake Street "L" . Photographer Bob Selle was riding a northbound Douglas train when he took this picture, showing the station at Madison and Paulina, which had not been used in over seven years.

June 21, 1958 was the day before the new Congress-Douglas-Milwaukee line went into regular service. It was also the last day the Douglas Park trains ran downtown over the Lake Street “L” . Photographer Bob Selle was riding a northbound Douglas train when he took this picture, showing the station at Madison and Paulina, which had not been used in over seven years.

CTA wood car 1712 is a Kenwood shuttle train at the Indiana Avenue stub terminal, probably circa 1953. It was built by St. Louis Car Company in 1903 for the Northwestern Elevated Railroad. (Robert Selle Photo)

CTA wood car 1712 is a Kenwood shuttle train at the Indiana Avenue stub terminal, probably circa 1953. It was built by St. Louis Car Company in 1903 for the Northwestern Elevated Railroad. (Robert Selle Photo)

A night shot of CTA 4219 at Laramie Avenue on the Garfield Park "L" on January 4, 1957. (Robert Selle Photo)

A night shot of CTA 4219 at Laramie Avenue on the Garfield Park “L” on January 4, 1957. (Robert Selle Photo)

A night shot of CTA 4434 at Laramie Avenue on the Garfield Park "L" on January 4,1957. (Robert Selle Photo)

A night shot of CTA 4434 at Laramie Avenue on the Garfield Park “L” on January 4,1957. (Robert Selle Photo)

CTA 2840, a Met car, at Laramie Yard on January 4, 1957. (Robert Selle Photo)

CTA 2840, a Met car, at Laramie Yard on January 4, 1957. (Robert Selle Photo)

A night shot of CTA 2810 and 2818 in the Laramie Yards on February 1, 1957. By then, the Congress Expressway was open as far as Laramie and was adjacent to the Garfield Park "L". It was still under construction west of here, and the "L" ran on temporary trackage. (Robert Selle Photo)

A night shot of CTA 2810 and 2818 in the Laramie Yards on February 1, 1957. By then, the Congress Expressway was open as far as Laramie and was adjacent to the Garfield Park “L”. It was still under construction west of here, and the “L” ran on temporary trackage. (Robert Selle Photo)

CTA 2802 at Laramie Yard (Garfield Park "L") on February 1, 1957. (Robert Selle Photo)

CTA 2802 at Laramie Yard (Garfield Park “L”) on February 1, 1957. (Robert Selle Photo)

The CTA temporarily stored many wood cars at Laramie Yard after they were retired and awaiting scrapping. Here, we see 1752, among others, on November 24, 1957. I assume these cars were last used on Evanston and Ravenswood. (Robert Selle Photo)

The CTA temporarily stored many wood cars at Laramie Yard after they were retired and awaiting scrapping. Here, we see 1752, among others, on November 24, 1957. I assume these cars were last used on Evanston and Ravenswood. (Robert Selle Photo)

CTA 1782 and 1785 at Laramie Yard on November 24, 1957. As far as I know, scrapping took place at Skokie Shops. (Robert Selle Photo)

CTA 1782 and 1785 at Laramie Yard on November 24, 1957. As far as I know, scrapping took place at Skokie Shops. (Robert Selle Photo)

CTA 3119, signed as a Lake Street local, is being stored on the third track at Hamlin in August 1948. By then, A/B "skip stop" service had been in effect for some months. It's possible this car was no longer being used on the line. Don's Rail Photos: "3119 was built by St. Louis Car in 1902 as LSERR 119. In 1913 it was renumbered 3119 and became CRT 3119 in 1923."

CTA 3119, signed as a Lake Street local, is being stored on the third track at Hamlin in August 1948. By then, A/B “skip stop” service had been in effect for some months. It’s possible this car was no longer being used on the line. Don’s Rail Photos: “3119 was built by St. Louis Car in 1902 as LSERR 119. In 1913 it was renumbered 3119 and became CRT 3119 in 1923.”

CTA Met car 2113 at Laramie Yard in August 1948. Don's Rail Photos: "2104 thru 2154 were built by Pullman in 1894 as M-WSER 104 thru 154. In 1913 they were renumbered 2104 thru 2154, and in 1923 they became CRT 2104 thru 2154." This would have been one of the original cars used on the Metropolitan West Side Elevated when it opened in 1895.

CTA Met car 2113 at Laramie Yard in August 1948. Don’s Rail Photos: “2104 thru 2154 were built by Pullman in 1894 as M-WSER 104 thru 154. In 1913 they were renumbered 2104 thru 2154, and in 1923 they became CRT 2104 thru 2154.” This would have been one of the original cars used on the Metropolitan West Side Elevated when it opened in 1895.

Chicago Rapid Transit Company medical car 2756 at Laramie Yards on September 19, 1934. It was built by Barney & Smith in 1895 and had been used as a funeral car. It could carry baggage as well as passengers.

Chicago Rapid Transit Company medical car 2756 at Laramie Yards on September 19, 1934. It was built by Barney & Smith in 1895 and had been used as a funeral car. It could carry baggage as well as passengers.

Chicago & West Towns 158 at Brookfield Zoo in the summer of 1939. This is the south entrance. The Zoo opened in 1934 and was just north of the C&WT line to LaGrange, which cut through the Forest Preserves on private right of way.

Chicago & West Towns 158 at Brookfield Zoo in the summer of 1939. This is the south entrance. The Zoo opened in 1934 and was just north of the C&WT line to LaGrange, which cut through the Forest Preserves on private right of way.

The back end of the West Towns car barn in Oak Park. The street sign identifies this as North Boulvard and Cuyler. This is undated but could be 1939. The Chicago & North Western embankment is just to the right out of view. After being used for buses into the 1980s, this building was demolished and replaced by a Dominick's Finer Foods store. After that chain went out of business, that building was remodeled into Pete's Fresh Market. We are looking to the northeast.

The back end of the West Towns car barn in Oak Park. The street sign identifies this as North Boulvard and Cuyler. This is undated but could be 1939. The Chicago & North Western embankment is just to the right out of view. After being used for buses into the 1980s, this building was demolished and replaced by a Dominick’s Finer Foods store. After that chain went out of business, that building was remodeled into Pete’s Fresh Market. We are looking to the northeast.

C&WT line car 15, probably at the car barn at Harlem and 22nd Street (Cermak), in North Riverside. On pictures, this was often mistakenly identified as Berwyn, but that's across Harlem Avenue just to the east.

C&WT line car 15, probably at the car barn at Harlem and 22nd Street (Cermak), in North Riverside. On pictures, this was often mistakenly identified as Berwyn, but that’s across Harlem Avenue just to the east.

Chicago Aurora & Elgin 406 makes a photo stop at State Road on the Batavia branch on August 8, 1954. The occasion was a Central Electric Railfans' Association fantrip. (Robert Selle Photo)

Chicago Aurora & Elgin 406 makes a photo stop at State Road on the Batavia branch on August 8, 1954. The occasion was a Central Electric Railfans’ Association fantrip. (Robert Selle Photo)

A two-car Garfield Park "L" train, just west of Laramie Avenue in August 1948.

A two-car Garfield Park “L” train, just west of Laramie Avenue in August 1948.

Caption: "Chicago El showing curve at Harrison and Wabash, taken from Congress Street station, April 2, 1939." This curve has since been straightened out. The view looks south. (Duncan L. Bryant Photo)

Caption: “Chicago El showing curve at Harrison and Wabash, taken from Congress Street station, April 2, 1939.” This curve has since been straightened out. The view looks south. (Duncan L. Bryant Photo)

A westbound Evanston Express train is on the Lake Street leg of the Loop near Clark.  The view looks east.  I assume this picture is from the 1940s, as the sign mentions Skokie instead of Niles Center.  Miles Beitler: "There appears to be a propane bus in RBK275, visible just below the motorman’s cab on the Evanston Train. If so, it dates the photo to 1950 or later."  If so, why does the sign say Skokie, as the Niles Center route was converted to bus in 1948?

A westbound Evanston Express train is on the Lake Street leg of the Loop near Clark. The view looks east. I assume this picture is from the 1940s, as the sign mentions Skokie instead of Niles Center. Miles Beitler: “There appears to be a propane bus in RBK275, visible just below the motorman’s cab on the Evanston Train. If so, it dates the photo to 1950 or later.” If so, why does the sign say Skokie, as the Niles Center route was converted to bus in 1948?

A Douglas Park "B" train heads west at (I think) Halsted on the Met main line, prior to the removal of two tracks for expressway construction.

A Douglas Park “B” train heads west at (I think) Halsted on the Met main line, prior to the removal of two tracks for expressway construction.

The two CTA freight locos, S-104 and S-105, at Howard Street.

The two CTA freight locos, S-104 and S-105, at Howard Street.

DesPlaines Avenue Yard in the 1960s, with a 2000, 6000s, and a couple of wood cars. The Met car looks like it has been converted to a snow plow, while the car on the right may have been used as an office or for storage.

DesPlaines Avenue Yard in the 1960s, with a 2000, 6000s, and a couple of wood cars. The Met car looks like it has been converted to a snow plow, while the car on the right may have been used as an office or for storage.

Chicago Aurora and Elgin 405, circa 1950, scanned from the original negative. (Railway Negative Exchange) "Railway Negative Exchange (REX), also referred to as RNE was run by Warren Miller who lived in Moraga, CA. Born in Oakland, CA--(1923) Warren was this nation's foremost authority on Western railroads and devoted virtually his entire life to assembling more than a quarter of a million negatives, most in glass plates, as well as over 200,000 photographs. Upon Warren's death (1989), his collection was left to his nephew, Bob Hall. Bob has continued his uncle's devotion to the railroad photographic hobby." (2008)

Chicago Aurora and Elgin 405, circa 1950, scanned from the original negative. (Railway Negative Exchange) “Railway Negative Exchange (REX), also referred to as RNE was run by Warren Miller who lived in Moraga, CA. Born in Oakland, CA–(1923) Warren was this nation’s foremost authority on Western railroads and devoted virtually his entire life to assembling more than a quarter of a million negatives, most in glass plates, as well as over 200,000 photographs. Upon Warren’s death (1989), his collection was left to his nephew, Bob Hall. Bob has continued his uncle’s devotion to the railroad photographic hobby.” (2008)

CA&E 411 at the Wheaton Shops. (Railway Negative Exchange)

CA&E 411 at the Wheaton Shops. (Railway Negative Exchange)

"CA&E Special #310 on the Mt. Carmel line, at the point where it switches off the main line from Chicago to Wheaton, IL (photo stop)." This was a Central Electric Railfans' Association fantrip on August 8, 1954. (Robert Selle Photo)

“CA&E Special #310 on the Mt. Carmel line, at the point where it switches off the main line from Chicago to Wheaton, IL (photo stop).” This was a Central Electric Railfans’ Association fantrip on August 8, 1954. (Robert Selle Photo)

CTA 398, D5, and 6148 at 70th and Ashland on June 28, 1952. (Robert Selle Photo)

CTA 398, D5, and 6148 at 70th and Ashland on June 28, 1952. (Robert Selle Photo)

"CTA car 649 on curve leading into south end of Limits barn (Clark and Schubert streets). 6148 at right (October 10, 1953)." (Robert Selle Photo)

“CTA car 649 on curve leading into south end of Limits barn (Clark and Schubert streets). 6148 at right (October 10, 1953).” (Robert Selle Photo)

CA&E 18 at Wheaton on August 15, 1952. Don's Rail Photos: "18 was built by Niles Car in 1902. It was modernized in March 1941 and retired in 1955."

CA&E 18 at Wheaton on August 15, 1952. Don’s Rail Photos: “18 was built by Niles Car in 1902. It was modernized in March 1941 and retired in 1955.”

"CTA "L" car lineup at DesPlaines Avenue yards, July 6, 1958." (Robert Selle Photo)

“CTA “L” car lineup at DesPlaines Avenue yards, July 6, 1958.” (Robert Selle Photo)

"CTA "L" cars view at DesPlaines Avenue yards, July 6, 1958." (Robert Selle Photo)

“CTA “L” cars view at DesPlaines Avenue yards, July 6, 1958.” (Robert Selle Photo)

"CTA-- one of the entrances to the Racine Avenue station on August 13, 1958." (Robert Selle Photo)

“CTA– one of the entrances to the Racine Avenue station on August 13, 1958.” (Robert Selle Photo)

CTA 4000s at Clark and Lake in January 1970.

CTA 4000s at Clark and Lake in January 1970.

Morning commuters on the Evanston Express in April 1970.

Morning commuters on the Evanston Express in April 1970.

Wood cars at Randolph and Wabash in July 1957. At right, the Kodak Store (133 N. Wabash Avenue) and Blackhawk Restaurant (home of the spinning salad bowl) are visible.

Wood cars at Randolph and Wabash in July 1957. At right, the Kodak Store (133 N. Wabash Avenue) and Blackhawk Restaurant (home of the spinning salad bowl) are visible.

Altman Camera, at 129 N. Wabash, was the Noah's Ark of camera stores from 1964 to 1975. Owner Ralph Altman kept two of everything in stock-- one to show, and one to go. This was literally the finest camera store in the United States. This was close to the location of the old Eastman Kodak Store, which I believe had to close in the mid-1950s due to anti-trust concerns. Here is Altman's in 1967.

Altman Camera, at 129 N. Wabash, was the Noah’s Ark of camera stores from 1964 to 1975. Owner Ralph Altman kept two of everything in stock– one to show, and one to go. This was literally the finest camera store in the United States. This was close to the location of the old Eastman Kodak Store, which I believe had to close in the mid-1950s due to anti-trust concerns. Here is Altman’s in 1967.

CTA 2519, among others, form a three-car train at Van Buren and Ogden. This must be in the early days of the temporary Garfield Park "L" operation, since the old "L" is still standing at left. The portion to Paulina (1700 W.) had to be kept until April 1954, as the Douglas Park "L" was still using it then. We are looking west at about 1800 W. Van Buren, and the "L" west of here was taken down pretty fast to facilitate expressway construction.

CTA 2519, among others, form a three-car train at Van Buren and Ogden. This must be in the early days of the temporary Garfield Park “L” operation, since the old “L” is still standing at left. The portion to Paulina (1700 W.) had to be kept until April 1954, as the Douglas Park “L” was still using it then. We are looking west at about 1800 W. Van Buren, and the “L” west of here was taken down pretty fast to facilitate expressway construction.

The same location today. The Eisenhower Expressway (formerly Congress) is behind those shrubs to the left.

The same location today. The Eisenhower Expressway (formerly Congress) is behind those shrubs to the left.

The Congress median right-of-way on November 9, 1959. I believe we are looking east.

The Congress median right-of-way on November 9, 1959. I believe we are looking east.

An Evanston Express train at Clark and Lake, possibly in the early 1970s.

An Evanston Express train at Clark and Lake, possibly in the early 1970s.

CTA 1706 is signed for Stock Yards, but is obviously a Kenwood train at Indiana Avenue. Not sure if this is before or after Kenwood became a shuttle in 1949. I assume it simply has the wrong sign on it. It's been suggested that in latter years, CTA may have through-routed Stock Yards and Kenwood trains. In actual practice, this wouldn't have been easy, as it would have involved a lot of switching across the main line here.

CTA 1706 is signed for Stock Yards, but is obviously a Kenwood train at Indiana Avenue. Not sure if this is before or after Kenwood became a shuttle in 1949. I assume it simply has the wrong sign on it. It’s been suggested that in latter years, CTA may have through-routed Stock Yards and Kenwood trains. In actual practice, this wouldn’t have been easy, as it would have involved a lot of switching across the main line here.

Miles Beitler writes:

Great photos on your newest post!

Regarding photo RBK 511, on which I left a comment, I have attached information from my 1944 Rand McNally guidebook which describes CRT operations and indicates that, during non-rush periods, Kenwood trains did run from 42nd Place all the way to the Stock Yards. Apparently the CRT had a way to run the trains straight through the Indiana station. (I long ago sent scans of my guidebook to Graham Garfield, who posted them to his website.)

Your “Lost L’s” book sounds interesting and I intend to purchase it when it’s released.

Thanks. This was in the pre-CTA era. Once the Authority took over, there was a real push to reduce the amount of such switching maneuvers, adding and cutting cars in stations, etc. as these things are quite labor intensive.

CRT 2322 on February 12, 1939. It was built for the Met in 1901 by American Car and Foundry. (La Mar M. Kelley Photo)

CRT 2322 on February 12, 1939. It was built for the Met in 1901 by American Car and Foundry. (La Mar M. Kelley Photo)

CSL "Matchbox" 1352 signed for Taylor-Sedgwick-Sheffield. I wonder where this could be? Paul Wallace identifies this as 1044 N. Orleans Street.

CSL “Matchbox” 1352 signed for Taylor-Sedgwick-Sheffield. I wonder where this could be? Paul Wallace identifies this as 1044 N. Orleans Street.

The same location today.

The same location today.

CTA 1674 on Division by the north side "L" on June 25, 1950. This station had been closed on August 1, 1949 as part of the CTA's major revision of north-south service. On the back of the print, it notes that these cars were "replaced by big Pullmans a few weeks later."

CTA 1674 on Division by the north side “L” on June 25, 1950. This station had been closed on August 1, 1949 as part of the CTA’s major revision of north-south service. On the back of the print, it notes that these cars were “replaced by big Pullmans a few weeks later.”

Elevated train tracks on Van Buren Street, looking west from Franklin Street, 1914. That's the Franklin and Van Buren station, used exclusively by the Metropolitan "L".

Elevated train tracks on Van Buren Street, looking west from Franklin Street, 1914. That’s the Franklin and Van Buren station, used exclusively by the Metropolitan “L”.

An early track arrangement, showing the four-track Metropolitan main line on the east side of the Chicago River.

An early track arrangement, showing the four-track Metropolitan main line on the east side of the Chicago River.

Figuring out which Loop tower this is took a bit of doing, but the Sterling Cycle Works was located on Wabash Avenue in 1897, making this Tower 12 at Wabash and Van Buren, looking east.

Figuring out which Loop tower this is took a bit of doing, but the Sterling Cycle Works was located on Wabash Avenue in 1897, making this Tower 12 at Wabash and Van Buren, looking east.

This circa 1897 ad shows Sterling Cycle Works on Wabash. However, this pre-dates the renumbering of Chicago streets, where the city shifted to a grid system, with numbers starting at State and Madison.

This circa 1897 ad shows Sterling Cycle Works on Wabash. However, this pre-dates the renumbering of Chicago streets, where the city shifted to a grid system, with numbers starting at State and Madison.

From the Collections of William Shapotkin

CTA 194 at Halsted and 64th in 1952.

CTA 194 at Halsted and 64th in 1952.

The Lake Street "L" in 1962, looking east at Ridgeland. This must be just before the "L" was relocated to the Chicago & North Western embankment. M&C Motors, at right, was located at 315 South Boulevard.

The Lake Street “L” in 1962, looking east at Ridgeland. This must be just before the “L” was relocated to the Chicago & North Western embankment. M&C Motors, at right, was located at 315 South Boulevard.

Ridgeland and South Boulevard today.

Ridgeland and South Boulevard today.

The Lake Street "L" ramp between Central Avenue and Laramie circa 1961-62. This was after the changeover point between third rail and overhead wire was moved west of here. I think this picture was taken looking north on Latrobe.

The Lake Street “L” ramp between Central Avenue and Laramie circa 1961-62. This was after the changeover point between third rail and overhead wire was moved west of here. I think this picture was taken looking north on Latrobe.

The same location today.

The same location today.

CTA 4227 in the shop (Skokie?) in 1956.

CTA 4227 in the shop (Skokie?) in 1956.

CTA 3073 on route 52 (Kedzie).

CTA 3073 on route 52 (Kedzie).

South Side Rapid Transit car #1 in 1962. It is now at the Chicago History Museum.

South Side Rapid Transit car #1 in 1962. It is now at the Chicago History Museum.

CTA 279.

CTA 279.

CTA 990 at 47th and Lake Park in March 1949. The Kenwood Hotel was located at 47th and Kenwood nearby.

CTA 990 at 47th and Lake Park in March 1949. The Kenwood Hotel was located at 47th and Kenwood nearby.

CTA 940.

CTA 940.

CTA 5315.

CTA 5315.

CTA 460 at 77th and Vincennes in March 1956, when it was part of the CTA Historical Collection. Looks like PCC 4021 is behind it. Both cars are now at the Illinois Railway Museum.

CTA 460 at 77th and Vincennes in March 1956, when it was part of the CTA Historical Collection. Looks like PCC 4021 is behind it. Both cars are now at the Illinois Railway Museum.

CTA 3093.

CTA 3093.

CTA 3095.

CTA 3095.

CTA 4244 on State Street in 1954.

CTA 4244 on State Street in 1954.

CTA 129. M.E.: "This scene has to be at the western end of the main 63rd St. line, at Narragansett and 63rd Place. The tight loop shown in the picture was built when one-ended PCC cars started running on 63rd. This picture had to be taken in 1952 or 1953 after the pre-war PCC cars were removed from 63rd and assigned to Cottage Grove. The last cars to run on 63rd were the old red Pullmans like this one."

CTA 129. M.E.: “This scene has to be at the western end of the main 63rd St. line, at Narragansett and 63rd Place. The tight loop shown in the picture was built when one-ended PCC cars started running on 63rd. This picture had to be taken in 1952 or 1953 after the pre-war PCC cars were removed from 63rd and assigned to Cottage Grove. The last cars to run on 63rd were the old red Pullmans like this one.”

A CTA 4000, most likely at a railway museum.

A CTA 4000, most likely at a railway museum.

CTA 7213. (Robert W. Gibson Photo) M.E.: "You might add to the caption that this car was the last one to run in Chicago. Refer to all the pictures taken at 81st and Halsted and then on the final trip to the 77th and Vincennes barn in June 1958."

CTA 7213. (Robert W. Gibson Photo) M.E.: “You might add to the caption that this car was the last one to run in Chicago. Refer to all the pictures taken at 81st and Halsted and then on the final trip to the 77th and Vincennes barn in June 1958.”

CTA 7263 at Harrison and State in 1954.

CTA 7263 at Harrison and State in 1954.

Experimental forced-air ventilation on a CTA 6000. Not sure if you could open the windows on this car or not.

Experimental forced-air ventilation on a CTA 6000. Not sure if you could open the windows on this car or not.

CTA 7023 at Clark and Van Buren on June 6, 1954.

CTA 7023 at Clark and Van Buren on June 6, 1954.

Scrapped streetcars, including work car AA57, at South Shops. Don's Rail Photos: "AA57, salt car, was built by St Louis Car Co in 1903 as CUTCo 4835. It was renumbered 1306 in 1913 and became CSL 1306 in 1914. It was rebuilt as salt car in January 1934 and renumbered AA57 on April 15, 1948. It was retired on December 14, 1956."

Scrapped streetcars, including work car AA57, at South Shops. Don’s Rail Photos: “AA57, salt car, was built by St Louis Car Co in 1903 as CUTCo 4835. It was renumbered 1306 in 1913 and became CSL 1306 in 1914. It was rebuilt as salt car in January 1934 and renumbered AA57 on April 15, 1948. It was retired on December 14, 1956.”

CTA 6669 with experimental roof-mounted air conditioning, in storage on the middle track at Western Avenue on the Ravenswood. Just about every new feature CTA introduced on the 2000s was first tried out on 6000s.

CTA 6669 with experimental roof-mounted air conditioning, in storage on the middle track at Western Avenue on the Ravenswood. Just about every new feature CTA introduced on the 2000s was first tried out on 6000s.

CTA 6151, 3196, and 554 at 69th and Ashland. M.E.: "Route 45 was the Ashland-Archer-Clark route, similar to route 42, Halsted-Archer-Clark, but different in that route 45 always used old Pullmans whereas (at this time) route 42 used postwar PCCs."

CTA 6151, 3196, and 554 at 69th and Ashland. M.E.: “Route 45 was the Ashland-Archer-Clark route, similar to route 42, Halsted-Archer-Clark, but different in that route 45 always used old Pullmans whereas (at this time) route 42 used postwar PCCs.”

CTA 3179 at Grand and Navy Pier in March 1950.

CTA 3179 at Grand and Navy Pier in March 1950.

CTA 7217 awaiting scrapping on June 30, 1959, at South Shops.

CTA 7217 awaiting scrapping on June 30, 1959, at South Shops.

CTA 3231, 369, 988, and AA103 at 69th and Ashland in May 1949. M.E.: "The Green Hornet PCC in this picture would have been assigned to Western Ave. When the 69th/Ashland barn closed, but Western still operated PCC streetcars, those cars were moved to the 77th and Vincennes barn. To get there, they traveled east on 69th St. to Wentworth, south to 73rd, then southwest on Vincennes to 77th St."

CTA 3231, 369, 988, and AA103 at 69th and Ashland in May 1949. M.E.: “The Green Hornet PCC in this picture would have been assigned to Western Ave. When the 69th/Ashland barn closed, but Western still operated PCC streetcars, those cars were moved to the 77th and Vincennes barn. To get there, they traveled east on 69th St. to Wentworth, south to 73rd, then southwest on Vincennes to 77th St.”

CTA 7113 at State and 62nd Place on November 9, 1955. This was where a PCC derailed and collided with a gasoline truck in 1950, a horrific crash that killed 34 people. M.E. "As I recall, the 1950 accident was not due to derailing, instead due to a misaligned switch on the southbound track which the motorman didn't see but put his streetcar in the path of the northbound gas truck." While that was the cause of the accident, since the PCC was going perhaps 35 mph at the time, it must have left the rails during the crash.

CTA 7113 at State and 62nd Place on November 9, 1955. This was where a PCC derailed and collided with a gasoline truck in 1950, a horrific crash that killed 34 people. M.E. “As I recall, the 1950 accident was not due to derailing, instead due to a misaligned switch on the southbound track which the motorman didn’t see but put his streetcar in the path of the northbound gas truck.” While that was the cause of the accident, since the PCC was going perhaps 35 mph at the time, it must have left the rails during the crash.

CTA 6413 at Skokie Shops on January 26, 1975. (Ronald J. Sullivan Photo)

CTA 6413 at Skokie Shops on January 26, 1975. (Ronald J. Sullivan Photo)

CSL 5177 at Archer and Cicero in March 1935. M.E.: "The building behind the streetcar has a sign for United Airlines. So this scene is at Midway Airport, most likely north of 62nd St., which is where the Cicero car line ended in front of the original Midway terminal building. The sign on the streetcar reads Archer-Cicero, which was likely its northern destination."

CSL 5177 at Archer and Cicero in March 1935. M.E.: “The building behind the streetcar has a sign for United Airlines. So this scene is at Midway Airport, most likely north of 62nd St., which is where the Cicero car line ended in front of the original Midway terminal building. The sign on the streetcar reads Archer-Cicero, which was likely its northern destination.”

CSL 5519 at Archer and Rockwell in May 1943.

CSL 5519 at Archer and Rockwell in May 1943.

CSL 5130.

CSL 5130.

CSL 5083. M.E.: "The sign on the car appears to read Pitney-Archer. I went to Google maps, entered Pitney St. Chicago, and up came a map showing that Pitney starts at Archer and heads southeast from there. (All of this is about a block east of Ashland.) So maybe there was a carbarn at Pitney and Archer, or a stub on Pitney."

CSL 5083. M.E.: “The sign on the car appears to read Pitney-Archer. I went to Google maps, entered Pitney St. Chicago, and up came a map showing that Pitney starts at Archer and heads southeast from there. (All of this is about a block east of Ashland.) So maybe there was a carbarn at Pitney and Archer, or a stub on Pitney.”

CTA 914 in March 1950. The location is given as Archer and 38th Place.

CTA 914 in March 1950. The location is given as Archer and 38th Place.

CSL 775 at 47th and Indiana in May 1945.

CSL 775 at 47th and Indiana in May 1945.

CTA 7218, 4378, and 4399 at South Shops in August 1959, more than a year after the last Chicago streetcar ran.

CTA 7218, 4378, and 4399 at South Shops in August 1959, more than a year after the last Chicago streetcar ran.

More Ones That Got Away

Both Jeff Marinoff and I regret not winning this auction, which sold for $131.32. That's a lot of money, but pictures of the Kinzie Street "L" station are rare indeed, It was located approximately where the Merchandise Mart station is now, and was open from 1900 to 1921, when it was replaced by a new station at Grand Avenue a few blocks north. Behind the "L". to the left, is the Chicago and North Western station, which closed in 1910, so the view looks west.

Both Jeff Marinoff and I regret not winning this auction, which sold for $131.32. That’s a lot of money, but pictures of the Kinzie Street “L” station are rare indeed, It was located approximately where the Merchandise Mart station is now, and was open from 1900 to 1921, when it was replaced by a new station at Grand Avenue a few blocks north. Behind the “L”. to the left, is the Chicago and North Western station, which closed in 1910, so the view looks west.

Chicago & North Western station in 1881.

Chicago & North Western station in 1881.

This, and the photos that follow, were offered as a batch of 11 original slides. I did bid on this but was not the top bidder, and they sold for about $100. That may seem like a lot, until you work out that it’s only about $9 per slide, and some of these are definitely keepers. All were taken between 1959 and 1963. Here are a pair of 6000s on the Congress line in Oak Park.

The old Lake Street Transfer station, closed since 1951. We are looking west. It was removed in 1964, along with that portion of the Paulina "L" north of here (excepting the bridge). I had originally said this was looking east. Graham Garfield: "We are looking west..." I believe we are actually looking east, from Wood St west of the station. The Met platforms began at Lake Street and projected northward (as seen in the attached Sanborn map), and in the photo they go to the left (which would be north, if we were facing east). Also, the building in the left foreground is still there today, located on the north side of Lake St near Wood St -- here is a Google Street View of it from 2009 (I chose an older one because more recently it has been repainted and had its windows changed; you can still tell it's the same building, but the older view makes it more obvious): https://goo.gl/maps/jb27nadEmRdf7BM16 "

The old Lake Street Transfer station, closed since 1951. We are looking west. It was removed in 1964, along with that portion of the Paulina “L” north of here (excepting the bridge). I had originally said this was looking east. Graham Garfield: “We are looking west…” I believe we are actually looking east, from Wood St west of the station. The Met platforms began at Lake Street and projected northward (as seen in the attached Sanborn map), and in the photo they go to the left (which would be north, if we were facing east). Also, the building in the left foreground is still there today, located on the north side of Lake St near Wood St — here is a Google Street View of it from 2009 (I chose an older one because more recently it has been repainted and had its windows changed; you can still tell it’s the same building, but the older view makes it more obvious): https://goo.gl/maps/jb27nadEmRdf7BM16

CTA single-car unit 35 at Forest Park.

CTA single-car unit 35 at Forest Park.

A two-car train of 4000s heads west on the Lake Street "L" when the outer portion still ran on the ground. I think the top of the building we see above the C&NW embankment is the Austin Town Hall, meaning we are between Laramie and Central circa 1961-62. The newspaper box at left is selling Chicago's American, an afternoon newspaper. Tracks here may be using third rail as the conversion point to overhead wire was moved to Central Avenue while work was being done to put the line onto the embankment.

A two-car train of 4000s heads west on the Lake Street “L” when the outer portion still ran on the ground. I think the top of the building we see above the C&NW embankment is the Austin Town Hall, meaning we are between Laramie and Central circa 1961-62. The newspaper box at left is selling Chicago’s American, an afternoon newspaper. Tracks here may be using third rail as the conversion point to overhead wire was moved to Central Avenue while work was being done to put the line onto the embankment.

a westbound Lake Street "L" train in Oak Park. That stairway may be where one of the other pictures in this series was taken from. I assume this was located at the east end of the C&NW's Oak Park station.

a westbound Lake Street “L” train in Oak Park. That stairway may be where one of the other pictures in this series was taken from. I assume this was located at the east end of the C&NW’s Oak Park station.

Looking east from Harlem Avenue in 1963. The Lake "L" is now on the embankment, but the old tracks and the Marion Street station are still in place. A train of CTA's high-speed cars is in the station. The fans called them "circus wagons."

Looking east from Harlem Avenue in 1963. The Lake “L” is now on the embankment, but the old tracks and the Marion Street station are still in place. A train of CTA’s high-speed cars is in the station. The fans called them “circus wagons.”

The ground-level Lake Street "L' in a somewhat underexposed shot. A "B" train heads east from the Marion Street station.

The ground-level Lake Street “L’ in a somewhat underexposed shot. A “B” train heads east from the Marion Street station.

A westbound Lake "A" train at Home Avenue in Oak Park.

A westbound Lake “A” train at Home Avenue in Oak Park.

Looking north towards the Howard "L" station.

Looking north towards the Howard “L” station.

A two-car train of CTA 6000s on the turnaround loop in Forest Park, west end of the Congress-Milwaukee line. That loop-shaped thing on the front of the train was used for route selection, since these trains shared tracks with Douglas-Milwaukee trains further east of here.

A two-car train of CTA 6000s on the turnaround loop in Forest Park, west end of the Congress-Milwaukee line. That loop-shaped thing on the front of the train was used for route selection, since these trains shared tracks with Douglas-Milwaukee trains further east of here.

An eastbound Lake Street "B" train heads east between Central and Laramie, and is about to head up the ramp to the "L" structure. This is just east of another picture in this series.

An eastbound Lake Street “B” train heads east between Central and Laramie, and is about to head up the ramp to the “L” structure. This is just east of another picture in this series.

This is Waterloo, Cedar Falls & Northern car 100, shortly before it was destroyed by fire in 1967. I was surprised when this original slide sold for very little. Don's Rail Photos: "100 was built by McGuire-Cummings in 1914. It was built as a second motor to operate behind the 140s as a two car train. The baggage compartment was a kitchen, and the rear end was an open platform observation. The buffet section was replaced with coach seats in 1918. The car was then rebuilt with a control station and baggage compartment in 1928 and the rear platform was enclosed at that time. It was the last interurban left on the WCF&N when it became diesel freight, and it was donated to the Iowa Chapter of the NRHS in 1956. It was moved to Centerville and operated on the Southern Iowa Ry. When the SI cut back its operation and dieselized, the Iowa Chapter transferred the car to the Iowa Terminal RR in 1966. Shortly after it was repainted and put into charter service, it was destroyed in the carbarn fire early November 24, 1967. It had been the only car saved from the WCF&N roundhouse fire on October 31, 1954, when the other two cars of its class burned."

This is Waterloo, Cedar Falls & Northern car 100, shortly before it was destroyed by fire in 1967. I was surprised when this original slide sold for very little. Don’s Rail Photos: “100 was built by McGuire-Cummings in 1914. It was built as a second motor to operate behind the 140s as a two car train. The baggage compartment was a kitchen, and the rear end was an open platform observation. The buffet section was replaced with coach seats in 1918. The car was then rebuilt with a control station and baggage compartment in 1928 and the rear platform was enclosed at that time. It was the last interurban left on the WCF&N when it became diesel freight, and it was donated to the Iowa Chapter of the NRHS in 1956. It was moved to Centerville and operated on the Southern Iowa Ry. When the SI cut back its operation and dieselized, the Iowa Chapter transferred the car to the Iowa Terminal RR in 1966. Shortly after it was repainted and put into charter service, it was destroyed in the carbarn fire early November 24, 1967. It had been the only car saved from the WCF&N roundhouse fire on October 31, 1954, when the other two cars of its class burned.”

The Liberty Bell Limited in 1951 at Sellersville.

The Liberty Bell Limited in 1951 at Sellersville.

4000s at Linden Avenue in 1967.

4000s at Linden Avenue in 1967.

Looks like a photo stop on the Illinois Terminal in 1956. Perhaps the final day for these lines?

Looks like a photo stop on the Illinois Terminal in 1956. Perhaps the final day for these lines?

2000s on the Lake Street "L" in 1965, looking west-southwest from the Chicago & North Western platform in Oak Park.

2000s on the Lake Street “L” in 1965, looking west-southwest from the Chicago & North Western platform in Oak Park.