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  • Sunday, March 31, 2013 11:32 AM | Ed Graziano (Administrator)

    A long time ago, I heard a rumor that some CA&E equipment ran on the North Shore Line during World War II. Today’s picture might show just that, but as with most things, the situation is a bit more complicated than it might seem. According to Don’s Rail Photos:

    In 1936, the CA&E leased 11 surplus cars from the CNS&M. These cars were modified for service by raising the coupler height, installing electric heat instead of the coal-fired hot water heaters, modifying the control, and adding jumper receptacles and other minor fittings to allow them to train with the other CA&E cars. Since these were 50 mile per hour cars, and the CA&E cars wer 60 MPH cars, they were soon operated only in trains of their own kind rather than mixed in with other cars. In 1945 they were returned to the North Shore where they operated briefly. They were purchased (by CA&E) in 1946 and last ran in regular service in September, 1953.

    The September 1953 end-of-service date coincides with when CA&E service was cut back to Forest Park during construction of the Congress Super-Highway. These cars (numbered 129-144) were built by either Jewett or American Car Co. circa 1907-10 for the Chicago & Milwaukee Electric, a predecessor of the CNS&M. They were rebuilt in 1914 with train doors and narrowed ends to allow operation on the Chicago “L” system.

    CA&E cars ran downtown to a terminal just outside the Loop “L” structure. To move these cars to the North Shore Line, and vice versa, they would have crossed the Loop. Hopefully, someone snapped a picture.

    After CA&E quit, the Illinois Electric Railway Museum in North Chicago acquired some of their cars. At this point the North Shore was still running, so IERM came up with the idea of a NS fantrip using CA&E cars. Management ultimately rejected the idea, but not before sending a mechanic to check out the CA&E equipment, which he declared was in better shape than some of their own.

    CA&E cars 130 and 139, on CERA Fantrip #46 (July 14, 1946). Location is Franklin St. siding in Waukegan. (Author's collection)

    CA&E cars 130 and 139, on CERA Fantrip #46 (July 14, 1946). Location is Franklin St. siding in Waukegan. (Author’s collection)


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    CERA has covered by the North Shore and the Roarin’ Elgin extensively, most notably in the early 1960s, with the classic books Interurban To Milwaukee, Route of the Electroliners, and The Great Third Rail. All are out of print but available on the used market.

    CERA B-141, Before the North Shore Line

    CERA B-141, Before the North Shore Line

    A few years back, CERA published a “prequel” to the two North Shore books with B-141, Before the North Shore Line by Edward Tobin:

    Waukegan was the birthplace of the Chicago North Shore & Milwaukee Railroad, one of the nation’s premier interurban electric railways. Author Ed Tobin recounts the railroad’s humble origins as the Bluff City Electric Street Railway and traces its rapid evolution into the high speed Chicago & Milwaukee Electric Railway, taking the story up to the time that the company came under Insull control. This 224 page book is packed with never before published information and photographs depicting the railway in its early days. You will also learn about A.C. Frost, a tireless promoter who helped create “America’s fastest interurban.”

    You can purchase a copy here. The price is $29 for CERA members, and $39 for non-members.

    -David Sadowski

    1946 CERA Fantrip ticket (Collection of John T. Csoka)

    1946 CERA Fantrip ticket (Collection of John T. Csoka)

    1946 CERA Fantrip ticket (Collection of John T. Csoka)

    1946 CERA Fantrip ticket (Collection of John T. Csoka)

    The 129-144 series were not the only ones that had their ends altered to fit the Chicago "L" system, with its tight turns. Here is ex-WB&A 38, reconfigured as CA&E 603. (Author's collection)

    The 129-144 series were not the only ones that had their ends altered to fit the Chicago “L” system, with its tight turns. Here is ex-WB&A 38, reconfigured as CA&E 603. (Author’s collection)

    Checking with Don’s Rail Photos again, we note:

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

    603 was built by Cincinnati Car Co in 1913 as WB&A 38. It was sold as CA&E 603 in September 1937.

    Here we see CA&E 701, ex-WB&A 81, at Wheaton yard on September 5, 1943. This car was built by Cincinnati Car Co. in 1913. (Author's collection)

    Here we see CA&E 701, ex-WB&A 81, at Wheaton yard on September 5, 1943. This car was built by Cincinnati Car Co. in 1913. (Author’s collection)

    At least some ex-WB&A cars lasted until the end of CA&E service. Here we see car 604 (former WB&A 39) at Wheaton yard on June 25, 1961. (Author's collection)

    At least some ex-WB&A cars lasted until the end of CA&E service. Here we see car 604 (former WB&A 39) at Wheaton yard on June 25, 1961. (Author’s collection)


  • Thursday, March 28, 2013 11:33 AM | Ed Graziano (Administrator)

    Our March 13 feature The Old Math (144 = 225) helped prompt this sequel, where we present more Chicago streetcar fantrip photos circa 1954-58. Except for one, these pictures are from the CTA Historical Photo Collection.

    Car #479 on Schreiber near Clark, CERA fantrip, May 16, 1954 (CTA Historical Collection)

    Car #479 on Schreiber near Clark, CERA fantrip, May 16, 1954 (CTA Historical Collection)


    Even a partial list of those present reads like a “Who’s Who” of the Chicago railfan community in the 1950s. Here are some we were able to identify, in no partiucular order:

    George Foelschow
    Bob Heinlein
    Jeff Wien
    Ray DeGroote
    Dick Lukin
    Maury Kleibolt
    John Marton
    Zenon Hansen
    Barney Neuberger
    Joe Zucker
    Glenn Andersen
    Chuck Tauscher
    Mike Megowan
    Jim Buckley
    Bob Gibson
    Don Idarius
    Larry Kostka
    Connie Morrell
    Howard Odinius
    Bill McGregor
    Bob Selle
    Jim Konas
    Maury Klebolt
    Frank Butts
    Bill Hoffman
    Ray Zielinski

    It’s easy to spot longtime CERA member Ray DeGroote- he’s the nattily dressed fellow with the hat and bow tie.

    Included here are photos from a CERA farewell fantrip on May 16, 1954, two weeks before the Red Cars were officially retired by CTA; IERM (or was it ERHS?) and Illini Railroad Club trips on February 10, 1957; and the final red car trip, sponsored by ERHS on June 15, 1958. This was just six days before the last Chicago streetcar ran.

    ERHS stands for Electric Railway Historical Society, a local group active from about 1952-73. You can read their story on the excellent Hicks Car Works blog here. ERHS published books and also helped preserve several streetcars. IERM is short for Illinois Electric Railway Museum, then located in North Chicago. Today, it’s IRM in Union, as the collection has been expanded to cover steam and diesel besides electric.

    Jeff Wien writes:

    Yes, there were two Red Car trips on Feb 10, 1957 which was the farewell to Broadway (last car operated on Feb 15th). This was my first Red Car trip and I happened to be on the Illinois Electric Railway Museum charter which used 144. The Illini Railroad Charter with Maury Klebolt operated car 225. The reason that I recall that event is because after December 4, 1955, streetcars only operated southbound on State Street between Kinzie and Polk once route 36-Broadway/State was cut in half. Northbound Broadway cars went west on Polk to Dearborn; north on Dearborn to Kinzie, east on Kinzie to State and north on State. When 144 went south on State Street, I captured her on the State Street Bridge.

    Klebolt’s trip caused a stir at CTA because he operated car 225 NORTH on State between Polk and Kinzie where no streetcar had operated since December 1955! This of course was against operating procedures at the time because streetcars were not supposed to operate northbound on State between Polk and Kinzie, but Maury was not the kind of guy to be told NO! He basically did as he pleased!

    Looking at the Surface Division Track Map that I have from 1952, there was a crossover just south of Harrison on State Street which Maury no doubt used to get the 225 to go NORTH on State Street! The Railway Museum group was not bold like Klebolt, so they operated 144 south on State to Polk to Dearborn to Kinzie to State as they were supposed to do.

    Actually Maury didn’t commit a cardinal sin so to speak because after May 30, 1954, there were no longer any Red Cars in service, only PCC cars. Since the PCC cars were not double ended, there was no way to reverse them on State Street after route 36 was cut in half. Only a double ended car like 225 or 144 could reverse ends on State Street and go back north. Maury had the chutzpah to do just that. It was amazing that the car could operate on the northbound track on State Street because the flanges must have been filled with dirt and gunk where no car had operated for over two years time. I didn’t see 225 operate there. I was just told about it. Sort of railfan folklore these days.

    Yesterday’s Railfans peer out at us from these wonderful photographs, with their box cameras, Argus C3s and even the occasional 35mm or twin-lens reflex. The world was so much younger then, and the pace was slower, with much less “information overload.” Some of these people are still with us, and others have sadly passed from the scene. These are moments frozen in time.

    As John Lennon famously said, “You only remember the good times.”

    -David Sadowski

    Car #479 on Schreiber (which is near Devon). (CTA Historical Collection)

    Car #479 on Schreiber (which is near Devon). (CTA Historical Collection)

    Car #225 at Kinzie and State (CTA Historical Collection)

    Car #225 at Kinzie and State (CTA Historical Collection)

    "Green Hornet" PCC Car #4401 (CTA Historical Collection)

    “Green Hornet” PCC Car #4401 (CTA Historical Collection)

    Car #479 interior, CERA fantrip, May 16, 1954 (CTA Historical Collection)

    Car #479 interior, CERA fantrip, May 16, 1954 (CTA Historical Collection)

    Car #225 on Schreiber near Clark on an Illini Railroad Club fantrip, February 10, 1957 (CTA Historical Collection)

    Car #225 on Schreiber near Clark on an Illini Railroad Club fantrip, February 10, 1957 (CTA Historical Collection)

    Car #225 on Clark Street, on an Illini Railroad Club fantrip, February 10, 1957. No, the car is not moving- this is a posed shot. (CTA Historical Collection)

    Car #225 on Clark Street, on an Illini Railroad Club fantrip, February 10, 1957. No, the car is not moving- this is a posed shot. (CTA Historical Collection)

    Car #144 interior on an ERHS fantrip, February 10, 1957 (CTA Historical Collection)

    Car #144 interior on an ERHS fantrip, February 10, 1957 (CTA Historical Collection)

    Car #144 interior on an ERHS fantrip, February 10, 1957 (CTA Historical Collection)

    Car #144 interior on an ERHS fantrip, February 10, 1957 (CTA Historical Collection)

    Car #144 inside Limits Car Barn, on an ERHS fantrip, February 10, 1957 (CTA Historical Collection)

    Car #144 inside Limits Car Barn, on an ERHS fantrip, February 10, 1957 (CTA Historical Collection)

    Car #479 on Schreiber. This is the same photograph as one of our earlier shots, but with less cropping. (CTA Historical Collection)

    Car #479 on Schreiber. This is the same photograph as one of our earlier shots, but with less cropping. (CTA Historical Collection)

    Car #144 at Vincennes and 80th, on an ERHS fantrip June 15, 1958. The very last Red Car operated on the Chicago streetcar system. (Photo by Bob Selle)

    Car #144 at Vincennes and 80th, on an ERHS fantrip June 15, 1958. The very last Red Car operated on the Chicago streetcar system. (Photo by Bob Selle)


  • Tuesday, March 26, 2013 12:09 PM | Ed Graziano (Administrator)
    There were three series of high-speed, lightweight interurban cars built during the Depression era. There were 20 “Red Devils” built for the Cincinnati and Lake Erie in 1930, one of which raced an airplane in a famous publicity stunt. There were 15 of the famous “Bullet” cars (10 double-ended for the Philadelphia and Western) built in 1932-33, 16 if you count a replacement car. (Both were the inspiration of Dr. Thomas Conway, a very forward thinking pioneer in electric transportation who was involved with reviving and modernizing several interurban properties.)

    In addition, there were 35 high-speeds built for Indiana Railroad in 1931. Although the largest group in number, this batch had the fewest survivors- in fact, only two cars were saved, #55 and #65. Interestingly, they were built by two different manufacturers, as IR had the order split. American Car and Foundry (ACF) built 14 cars, while Pullman made 21.

    Car #55, preserved today as Lehigh Valley Transit #1030, is an ACF product, while #65 is a Pullman. All 35 of the Indiana Railroad high-speeds can be considered improved versions of the C&LE cars. There are various differences despite their obvious similarity. The Red Devils have a squared-off rear end, while the Indiana cars have a curved end. The Indiana cars could be coupled together and operated as a multiple unit, which the C&LE cars could not do. Despite a greater use of aluminum, the IR cars actually weigh two tons more than the Cincinnatis (which, incidentally, were built by Cincinnati Car Company).

    Despite their similar origins, the stories of cars #55 and 65 are as different as night and day, and we can be grateful that any of these fine interurbans were saved. Just how fast these cars could go remains a matter of some conjecture, but it seems likely they could do at least 90 mph, in short bursts of speed- perhaps even more.

    Interurban service on the once-great Indiana Railroad quit in 1941. As things sputtered to a close, about 25 of the high-speeds sat for months in storage with no buyers. Eventually, they were taken outside, stripped of valuable parts, and scrapped. (Ironically, if they had been kept just a few months longer, their value possibly would have gone up, with the outbreak of war. Chances are there were operators across the country who could have used these cars during WWII.)

    After service to Fort Wayne was abandoned in January 1941, a few cars were retained for a curious, and little-known daily round trip between Indianapolis and Seymour. This has been described as a “franchise run,” but the situation was actually more like a sub-lease. This rump interurban service continued until September 1941, when the unthinkable happened, a head-on collision between car #78 and the line car. Service was discontinued immediately, an inglorious end for the IR.

    You can read the entire story in CERA B-128, Indiana Railroad- The Magic Interurban, by George K. Bradley, published in 1992.

    Car #65 was a lucky survivor of the Seymour operation and was shipped to Iowa in June 1942, where it went into service on the CRANDIC- the Cedar Rapids and Iowa City Railway, where it was renumbered car #120. There it remained until the end of electric interurban service in 1953, whereupon it became the first car purchased by the new Illinois Electric Railway Museum, which originally kept its collection at a foundry in North Chicago. The IERM repainted the car into Indiana Railroad colors and it went back to being #65, which it has remained since.

    The collection was moved to Union in the early 1960s and the car is operated occasionally. I most recently rode the car last summer during the annual Trolley Pageant. It is a thrill to experience the car’s quick and nimble speed. In the early days, when there was a lot less track, the museum was almost afraid to operate it, but nowadays there are several miles for the car to run on. The car is fitted with what might be called leather bucket seats and remains one of the jewels of IRM’s vast collection.

    What happened to IR #55 is even more interesting. In early 1941, it was sold to Lehigh Valley Transit, which ran a 55-mile interurban route between Philadelphia and Allentown, partly over shared trackage of the P&W’s Norristown High-Speed Line. Configured as a club car, LVT had the car modified to more closely resemble other ex-C&LE speeders they had purchased in 1938-39.

    These modifications were carried out in LVT’s own shops but used some Brill styling talent as outside consultants. The P&W (better know today as “Red Arrow”) insisted that an extra door be added to one side of the car for an emergency exit. This was due to one of the Bullet cars having burned up a few years earlier on the Schuylkill River bridge. Such exit doors were never added to the Bullets, however.

    LVT renumbered the car #1030 and it was placed into service on August 28, 1941. Employees nicknamed it the “Golden Calf,” since at first the car was brought in for cleanup and inspection after every run. The car ran in service with other ex-C&LE “Red Devils” on the 55-mile route, and both types ran with the Bullets on the 14 miles shared with the P&W.

    Ridership on the Liberty Bell Limited greatly increased during WWII, and soon the rigorous inspection schedule went out the window. In 1949, after LVT abandoned its other interurban, the Easton Limited, the easy chairs were removed from #1030 and replaced with leather bucket seats salvaged from some of the Cincinnati curved-side cars used on that route. These were essentially like those in IR #65, and that is how car #1030 finished up its 10 years of LVT service in September 1951, when buses were subbed for railcars. Interestingly, the bus substitution of the Liberty Bell limited was not a success and only lasted another five years.

    There were no third-hand takers for the remaining ex-C&LE cars that LVT had, and all were scrapped. Traction motors were sold to the P&W for use on the Bullet cars, which continued to operate into the early 1990s.

    Fortunately, LVT #1030 was saved, and was bought by the Seashore Electric Railway Historical Society, Inc., which we know today as the Seashore Trolley Museum, in Kennebunkport ME. The car was moved by rail to Boston, where it was temporarily stored by the MTA before being trucked the rest of the way to Maine.

    The leather bucket seats were removed, and were replaced by lounge chairs salvaged from some of the LVT’s ex-C&LE cars. Car #1030 remains at Seashore today, where it is occasionally operated.

    There is a final Indiana connection. In his book Interurban Railways of Allen County, Indiana (1958), Roy M. Bates writes:

    Mr. Theodore Santarelli De Brasch of Boston, Massachusetts, a great-grandson of Oliver P. Morton, Indiana’s Civil War Governor, was President of the Seashore Electric Railway Museum. Through his efforts #55 was acquired and preserved.

    CERA has returned time and again to the LVT story, publishing a roster in B-48, and featuring it on the cover of B-81, one of the “Trolley Sparks” series. There is significant coverage of LVT in B-140 (Pig & Whistle), at least about the shared operations on Norristown, and, most recently, an LVT section in B-142 (Keystone State Traction). I am sure it is a subject we will revisit again in greater detail in our future publications.

    Meanwhile, we can all be glad that at least two of the finest lightweight interurban rail cars ever made were saved, to be enjoyed today and in future generations to come.

    -David Sadowski

    IR #65 in 2012 at the Illinois Railway Museum in Union. (Photo by David Sadowski)

    IR #65 in 2012 at the Illinois Railway Museum in Union. (Photo by David Sadowski)


    The cover of CERA B-91 shows a three-car MU train of lightweight high-speeds, with car #66 in the lead.

    The cover of CERA B-91 shows a three-car MU train of lightweight high-speeds, with car #66 in the lead.

    IR #65 in 2012 at the Illinois Railway Museum in Union. (Photo by David Sadowski)

    IR #65 in 2012 at the Illinois Railway Museum in Union. (Photo by David Sadowski)

    The stylish Indiana Railroad logo. (Photo by David Sadowski)

    The stylish Indiana Railroad logo. (Photo by David Sadowski)

    IR #68 in action at the PRR underpass (Author's collection)

    IR #68 in action at the PRR underpass (Author’s collection)

    IR #66 on the Fort Wayne local. (Author's collection)

    IR #66 on the Fort Wayne local. (Author’s collection)

    IR #54 signed for Fort Wayne - Hoosierland. (Author's collection)

    IR #54 signed for Fort Wayne – Hoosierland. (Author’s collection)

    On the back of the photo, it says, "Indiana RR lightweight interurban #64. Snapped in Ft. Wayne, April 1, 1939. Color- orange + green roof. Built 1930 by Am. Car Co., Jeffersonville, Ind." (Author's collection)

    On the back of the photo, it says, “Indiana RR lightweight interurban #64. Snapped in Ft. Wayne, April 1, 1939. Color- orange + green roof. Built 1930 by Am. Car Co., Jeffersonville, Ind.” (Author’s collection)

    IR #65 on June 2, 1956. The first car purchased for the fledgling Illinois Electric Railway Museum, we see it here in North Chicago, being repainted in IR colors after running on CRANDIC. (Photo by Bob Selle - Author's collection)

    IR #65 on June 2, 1956. The first car purchased for the fledgling Illinois Electric Railway Museum, we see it here in North Chicago, being repainted in IR colors after running on CRANDIC. (Photo by Bob Selle – Author’s collection)

    From a 1952 Seashore Electric Railway special report on car #1030 Author's collection)

    From a 1952 Seashore Electric Railway special report on car #1030 Author’s collection)

    From a 1952 Seashore Electric Railway special report on car #1030 Author's collection)

    From a 1952 Seashore Electric Railway special report on car #1030 Author’s collection)

    Indiana Railroad #55, reincarnated as Lehigh Valley Transit #1030, seen here in Alletown PA on an August 28, 1941 NRHS fantrip. This was the beginning of the car's 10-year career here. (Author's collection)

    Indiana Railroad #55, reincarnated as Lehigh Valley Transit #1030, seen here in Alletown PA on an August 28, 1941 NRHS fantrip. This was the beginning of the car’s 10-year career here. (Author’s collection)

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    LVT #1030 on September 9, 1951, after interurban service was abandoned. (Author's collection)

    LVT #1030 on September 9, 1951, after interurban service was abandoned. (Author’s collection)

    From a 1952 Seashore Electric Railway special report on car #1030 Author's collection)

    From a 1952 Seashore Electric Railway special report on car #1030 Author’s collection)

    From a 1952 Seashore Electric Railway special report on car #1030 Author's collection)

    From a 1952 Seashore Electric Railway special report on car #1030 Author’s collection)

    From a 1953 issue of Transit Topics, the LVT employee publication. (Author's collection)

    From a 1953 issue of Transit Topics, the LVT employee publication. (Author’s collection)

    IR #65 at left in CRANDIC service, renumbered as #120, with an ex-CLE high-speed at the right (Author's collection)

    IR #65 at left in CRANDIC service, renumbered as #120, with an ex-CLE high-speed at the right (Author’s collection)

    1930 Cincinnati & Lake Erie "Red Devil" #118, shown here in CRANDIC service in Iowa. In 1954, this car was sold to the Seashore Trolley Museum, where it is preserved today. (Author's collection)

    1930 Cincinnati & Lake Erie “Red Devil” #118, shown here in CRANDIC service in Iowa. In 1954, this car was sold to the Seashore Trolley Museum, where it is preserved today. (Author’s collection)

    SEPTA ex-P&W "Bullet" car #202 in service on the Norristown High-Speed Line in 1985. (Photo by David Sadowski)

    SEPTA ex-P&W “Bullet” car #202 in service on the Norristown High-Speed Line in 1985. (Photo by David Sadowski)


  • Sunday, March 24, 2013 12:12 PM | Ed Graziano (Administrator)

    Our April CERA program will feature Illusion Travels by Streetcar, a 1953 Mexican film directed by Luis Buñuel. It tells the story of a Mexico City streetcar conductor and motorman, who, learning that their old car #133 is about to be scrapped (replaced by a PCC), sneak the car out for one last joy ride that gets out of control. They pick up various interesting characters along the way, all the while refusing to collect fares. Then, they have to sneak the car back into the yard without getting caught.

    Illusion Travels by Streetcar is a charming film, and one not seen in the United States until 1977. Luis Buñuel (1900-1983) was a world-famous director best known for such films as Un Chien Andalou, L’Age d’Or, Belle de Jour, The Discreet Charm of the Bourgeoisie, and That Obscure Object of Desire. Six of his films were included in Sight & Sound‘s 2012 critic’s poll of the top 250 films of all time. Buñuel made his reputation as a surrealist, in league with Salvador Dali, but while there are a few surrealistic touches in the film, there is nothing that detracts from telling a good story.

    This film was commissioned by the Mexico City streetcar system itself, in an attempt to improve their image, after a bad accident the year before. However, characteristically, Buñuel makes the officials of the streetcar company the villains, and the working man the hero.

    David Sadowski will introduce the 82-minute film, which is in Spanish with English subtitles, and Ray DeGroote will round out the program by showing some of his slides taken in Mexico City in the mid-1950s.

    Friday, April 26, 2013
    1900 hrs / 7:00pm
    University Center
    525 S State St, Chicago, IL

    Admission is free.

    PS- Interestingly, a few years after this movie was made, Mexico City considered buying some postwar Chicago PCCs, but they would not fit due to clearance problems. As a result, car 4391 was saved locally and can be enjoyed today at the Illinois Railway Museum.

    screens_roundup2

    Ilusion-viaja-en-tranvia-Lailusion_tranviabunu51lo



  • Friday, March 22, 2013 12:14 PM | Ed Graziano (Administrator)

    This 1923 ad copy became more famous than the Jordan Playboy, the car it promoted:

    SOMEWHERE west of Laramie there’s a bronco-busting, steer roping girl who knows what I’m talking about. She can tell what a sassy pony, that’s a cross between greased lighting and the place where it hits, can do with eleven hundred pounds of steel and action when he’s going high, wide and handsome. The truth is – the Playboy was built for her. Built for the lass whose face is brown with the sun when the day is done of revel and romp and race. She loves the cross of the wild and the tame. There’s a savor of links about that car – of laughter and lilt and light – a hint of old loves – and saddle and quirt. It’s a brawny thing – yet a graceful thing for the sweep o’ the Avenue. Step into the Playboy when the hour grows dull with things gone dead and stale. Then start for the land of real living with the spirit of the lass who rides, lean and rangy, into the red horizon of a Wyoming twilight.

    The “west of Laramie” I have in mind today is the old Garfield Park “L” line that ran on the surface to Des Plaines Avenue in Forest Park. Looking back 55 years after scenes such as these disappeared, to be replaced by the Congress rapid transit line (today’s Blue Line), some of the poetry still seems apt. The “Sunset Lines” rode off into the sunset.

    Here are some scenes showing this portion of the old Garfield Park line as it once was. At times, it can be a bit difficult to determine the exact location, but we know some of our readers will help out.

    Although used by the CTA, this trackage was actually owned by the Chicago, Aurora and Elgin. CA&E and CTA’s predecessors swapped trackage rights in 1902- allowing CA&E to go downtown, and Met “L” cars west of Laramie. (East of Laramie, trains went up a ramp to steel structure the rest of the way downtown.)

    Circa 1949-51, plans were being finalized to build the City of Chicago’s portion of the Congress Superhighway, which needed about half of the Garfield right-of-way for the road. The portion in direct conflict was relocated in September 1953 to temporary street-level tracks on Van Buren Street. The original plan was for a temporary wooden “L” structure in the same location, but a local alderman objected, voicing the concerns of local business owners. Not wanting to see the project tied up in litigation, the City caved and the street trackage was the result.

    You might wonder why there were no grade crossings or gates on Van Buren, but at first the City referred to this as “streetcar trackage,” although none of it was. It used third rail throughout, except at major intersections, where there was a gap. I don’t think CTA could have found enough cars with trolley poles to run it with overhead wire.

    CA&E liked the idea of a modern grade-separated right-of-way in the expressway median, and in 1951, predicted using it would shave several minutes off their running times. But alas, it was not to be.

    Fearing the Van Buren operation would become a dangerous quagmire, CA&E refused to run their trains on it, meaning service would need to be cut back to a transfer point with CTA. Laramie would have been a logical place for this, since it was the point where CA&E’s tracks ended, but it suited both CA&E and CTA to shift the transfer point west to Des Plaines Avenue in Forest Park. CA&E allowed CTA to reconfigure the station to facilitate such transfers, where riders would need to pay a CTA fare and vice-verse. CA&E also insisted that the track connection between the two railroads be severed, to create an additional obstacle in case they were ordered to resume service downtown.

    Destroying the track connection may have also played a part in the earlier abandonment of the CTA Westchester branch, which was also owned by CA&E. CTA was happy to substitute bus service (the #17, which lasted until a few months ago) and CA&E sold off the land in the rapidly developing area and gave the cash to their shareholders rather than reinvest it in the interurban. This was the first in a series of such land sales, which helped grease the skids for CA&E’s eventual abandonment.

    There were conflicting press reports on whether CA&E would ever go back to running downtown, even after the completion of the expressway segment. But in exchange for selling the land between Des Plaines and Laramie to the State, CA&E was supposed to get its own express track in that section, so that its trains could be kept separated from CTA’s. By the time this section was built, CA&E had abandoned passenger service and the third track was never built. This track would have been north of where the current two-track right-of-way is today.

    You can see a third portal on the tunnel east of Central Avenue, where the CTA line shifts into the expressway median. The extra portal may have had an additional use besides CA&E. While these plans were being made, CTA still anticipated needing to use Laramie Yard. If so, the City would have built a track connection between Laramie Yard and the rest of the Congress line, and this involved crossing the highway. Chances are this would have been the point at which a subway tunnel would have gone under the roadway, with a ramp up to the surface.

    As it was, an at-grade track connection was retained to Laramie Yard for about one year after the eastern part of Congress opened in June 1958, but this of course kept the highway, which would have crossed it, at bay.

    Once CA&E quit passenger service in 1957, indicating a willingness to sell the Des Plaines terminal land, plans were changed to make that the CTA terminal, yard, and shops facility for the line. Doing so saved the City the substantial costs of building a tunnel to Laramie Yard.

    While expressway construction progressed in the City during 1953-58, the trackage at Laramie and points west was largely untouched. Once the Congress line opened in June 1958, the new portion of line ended near Laramie and then connected to the existing grade-level alignment going west, which included a junction where the line crossed the B&O freight line, now thankfully grade separated.

    Once the eastern portion of the Congress line opened in 1958, work began on our featured section, with a series of shifting temporary rights-of-way and temporary stations before things reached final form in 1961. By this time, local transit activists had persuaded the CTA to add secondary entrances to the Austin, Oak Park, and Harlem stations, in part to make up for the reduction of the total number of stations in the area. Stations in odd places like Gunderson were eliminated.

    Today we can enjoy riding the Blue Line rapid, while at the same time lament the loss of CA&E and wonder what might have been. Return with us now to those thrilling days of yesteryear in our photo essay, when life was a little bit slower and less hectic, in the days when the Garfield Park “L” ran on the ground, somewhere west of Laramie.

    -David Sadowski

    (All photos from the Author’s collection.)

    CTA 5002 westbound at Laramie, December 1947. The four experimental articulated cars were patterned after the earlier BMT "Bluebirds" in New York. While they were ordered by CRT in their waning days, the fledgling CTA and the City of Chicago stage-managed this behind the scenes, as they also did with the CSL order for 600 "Green Hornet" streetcars. Car 5001 was already on CRT property before CTA took over on October 1, 1947. (Photographer unknown)

    CTA 5002 westbound at Laramie, December 1947. The four experimental articulated cars were patterned after the earlier BMT “Bluebirds” in New York. While they were ordered by CRT in their waning days, the fledgling CTA and the City of Chicago stage-managed this behind the scenes, as they also did with the CSL order for 600 “Green Hornet” streetcars. Car 5001 was already on CRT property before CTA took over on October 1, 1947. (Photographer unknown)


    CTA 6037-6038 heading west at Laramie on a CERA fantrip on May 1, 1955, showing how the line curved off a bit to the south, before straightening out temporarily to cross Lockwood before veering off again to run parallel with the B&O. We have attempted to bring the color back as much as possible in this early Ektachrome slide, which has a very pronounced "red shift." (Photo by Ray DeGroote)

    CTA 6037-6038 heading west at Laramie on a CERA fantrip on May 1, 1955, showing how the line curved off a bit to the south, before straightening out temporarily to cross Lockwood before veering off again to run parallel with the B&O. We have attempted to bring the color back as much as possible in this early Ektachrome slide, which has a very pronounced “red shift.” (Photo by Ray DeGroote)

    Here, just a bit west of the previous picture, we see the sweeping curve from the other perspective, looking east. Note the position of the shack at left in the other picture. May 9, 1954 (Photo by Ray DeGroote)

    Here, just a bit west of the previous picture, we see the sweeping curve from the other perspective, looking east. Note the position of the shack at left in the other picture. May 9, 1954 (Photo by Ray DeGroote)

    CTA 6042-6041 westbound at Austin Boulevard on May 9, 1954. (Photo by Ray DeGroote)

    CTA 6042-6041 westbound at Austin Boulevard on May 9, 1954. (Photo by Ray DeGroote)

    CTA 6055-6056 eastbound at Austin on May 9, 1954. (Photo by Ray DeGroote)

    CTA 6055-6056 eastbound at Austin on May 9, 1954. (Photo by Ray DeGroote)

    6000s eastbound at Austin in Oak Park on May 9, 1954. At right we see the large gas tank that was once a Forest Park landmark. (Photo by Ray DeGroote)

    6000s eastbound at Austin in Oak Park on May 9, 1954. At right we see the large gas tank that was once a Forest Park landmark. (Photo by Ray DeGroote)

    Looking east from DesPlaines avenue in Forest Park on March 18, 1956, near where the Garfield line crossed the B&O. (Photo by Ray DeGroote)

    Looking east from DesPlaines avenue in Forest Park on March 18, 1956, near where the Garfield line crossed the B&O. (Photo by Ray DeGroote)

    CA&E car 408 near DesPlaines avenue on October 16, 1955 (Photo by Ray DeGroote)

    CA&E car 408 near DesPlaines avenue on October 16, 1955 (Photo by Ray DeGroote)

    In this nighttime shot, a CA&E train sits at Des Plaines terminal in April 1957. (Photographer unknown)

    In this nighttime shot, a CA&E train sits at Des Plaines terminal in April 1957. (Photographer unknown)

    Perhaps the last remnant of the Garfield Park "L", a bit of track peeks out through asphalt at the Lockwood crossing in this 1980s photo by David Sadowski.

    Perhaps the last remnant of the Garfield Park “L”, a bit of track peeks out through asphalt at the Lockwood crossing in this 1980s photo by David Sadowski.


  • Wednesday, March 20, 2013 12:17 PM | Ed Graziano (Administrator)
    Here is a vanished bit of small town Americana, trundling through Yesterday’s Main Street. This is Illinois Terminal, and we can say it’s the 1950s, looking at the autos, but WHERE was this mystery photo taken?

    Let us know your thoughts by either posting a “Comment” or by writing to us at:
    cerablog1@gmail.com

    We always appreciate hearing from our readers!

    -David Sadowski

    PS- That round, white object at right could be a Flying Saucer… maybe the Republic serial “Flying Disc Man From Mars” was playing at the local Bijou… or it could just be one of those times when the moon is visible in the daytime, I don’t know. Draw your own conclusions.

    IT 285, 1950s (Author's collection)

    IT 285, 1950s (Author’s collection)


    Mystery Solved-

    John Howard writes:

    You probably know by now, but just in case… The mystery photo was taken in Carlinville from the corner of North West and West First North Streets – looking south. Davenport’s Cafe is south of the station. City Hall’s siren can be seen above the Cafe. The steeple at the south end of town (on South West Street) was St. Joseph’s Catholic Church. It’s now a restaurant sans steeple.

    Thanks!


  • Monday, March 18, 2013 12:20 PM | Ed Graziano (Administrator)
    If you want to ride a PCC streetcar in regular service, you can still go to Boston, Philadelphia, or San Francisco, but since 2000, you can also ride them in Kenosha, Wisconsin, on a loop track of slightly less than two miles. On Saturday, March 16th, Kenosha Transit put 1948 vintage ex-SEPTA PCC 2185 into service, representing Philadelphia.

    The sun shines on ex-SEPTA PCC 2185, now in service in Kenosha.

    The sun shines on ex-SEPTA PCC 2185, now in service in Kenosha.


    This makes a fleet of 8 PCCs in all, with one being store inoperable. The original five cars, all ex-Toronto circa 1951, and representing different cities, were lined up outside the Joseph McCarthy Transit Center for photos. Kenosha’s streetcars retain the numbering from their prior homes.

    Cars 2185 and 4617 were acquired from the East Troy Electric Railroad. East Troy decided to stick with double-ended cars, rather than construct expensive turning loops at both ends of their line.

    The people of Kenosha are very friendly, and the line was operating on a 15-minute headway the day I was there. They are even railfan-friendly. There were several photographers along the trolley loop, and our operator was happy to oblige with a photo stop now and then, especially when the sun peeked out from behind the clouds for about a minute. The PCC rolled along at a leisurely pace of about 10-12 mph for the most part.

    Kenosha streetcar mechanic Bradley Preston gave us a grand tour of the shops, including a demonstration of how a PCC’s traction motor works:

    Bradley Preston Explains How PCC Streetcar Resistors Work


    PCC 2185 rounds a bend near the Kenosha METRA station on March 16, 2013:

    PCC 2185

    A fine time was had by all. It was a kick to ride car 2185, and it’s entirely possible I already rode the car before on the streets of Philadelphia, 25 years ago or more. Even more interesting, this car had its trucks exchanged and now rides on former Chicago PCC trucks. Car 4617, also acquired from East Troy, also runs and together, the two cars are a nice addition to a well-maintained fleet.

    It appears Kenosha’s system is going to expand, as we were told they have now secured funding for an additional 22 blocks of trackage in a north-south loop line. Construction may begin in 2014. As the word “streetcar” slowly creeps into the lexicon of American cities once again, it looks to have a very bright future in Kenosha.

    -David Sadowski
    (All photos and videos were taken by the Author on March 16, 2013 unless otherwise noted.)

    The five original Kenosha PCCs, all ex-Toronto, lined up outside the carbarn (4606-4609-4616-4615-4610).

    The five original Kenosha PCCs, all ex-Toronto, lined up outside the carbarn (4606-4609-4616-4615-4610).

    4606, the ersatz Chicago car (Chicago's PCCs were all longer than standard dimensions).

    4606, the ersatz Chicago car (Chicago’s PCCs were all longer than standard dimensions).

    4609 represents Pittsburgh.

    4609 represents Pittsburgh.

    The Cincinnati tribute car.

    The Cincinnati tribute car.

    4615 represents Johnstown, PA, the smallest city in the US to have PCCs.

    4615 represents Johnstown, PA, the smallest city in the US to have PCCs.

    4610 represents Toronto.

    4610 represents Toronto.

    2185 in action, still signed for the SEPTA #56 streetcar line (Erie-Torresdale).

    2185 in action, still signed for the SEPTA #56 streetcar line (Erie-Torresdale).

    Most of Kenosha's cars are ex-Toronto, but only 4610 and 4617 are in TTC colors.

    Most of Kenosha’s cars are ex-Toronto, but only 4610 and 4617 are in TTC colors.

    Kenosha also has ex-SEPTA 2120, which is not in operable condition.

    Kenosha also has ex-SEPTA 2120, which is not in operable condition.

    Interestingly, a couple of PCCs in the shop are not on rails. The metal under the wheels is there simply to protect the floor. Cars can be moved on and off the tracks in just a few hours by one man.

    Interestingly, a couple of PCCs in the shop are not on rails. The metal under the wheels is there simply to protect the floor. Cars can be moved on and off the tracks in just a few hours by one man.

    We tour the shops.

    We tour the shops.

    Signs that will be increasingly needed in Kenosha's future.

    Signs that will be increasingly needed in Kenosha’s future.

    The carbarn fits 8 PCCs comfortably.

    The carbarn fits 8 PCCs comfortably.

    4616 above the pit.

    4616 above the pit.

    Stylish Pittsburgh Railways logo on 4609.

    Stylish Pittsburgh Railways logo on 4609.

    P10001994606 looking very shiny in the carbarn.

    4606 looking very shiny in the carbarn.

    4615 and 4616 at rest.

    4615 and 4616 at rest.

    4610 in the carbarn.

    4610 in the carbarn.

    As you can see, the interior of 2185 is in great shape.

    As you can see, the interior of 2185 is in great shape.

    2185 near the Lake Michigan shoreline.

    2185 near the Lake Michigan shoreline.

    2185 near the Lake Michigan shoreline.

    2185 near the Lake Michigan shoreline.

    2185 in action.

    2185 in action.

    ex-SEPTA 2185 rounding a curve near the Kenosha METRA station.

    ex-SEPTA 2185 rounding a curve near the Kenosha METRA station.

    It is still possible to find an AMC Pacer in the city where they were built.

    It is still possible to find an AMC Pacer in the city where they were built.

    The former North Shore Line Station in Kenosha is now the Cesar E. Chavez Learning Station.

    The former North Shore Line Station in Kenosha is now the Cesar E. Chavez Learning Station.

    SEPTA PCC 2168 in Philadelphia service on the #47 line in 1973. (Author's collection)

    SEPTA PCC 2168 in Philadelphia service on the #47 line in 1973. (Author’s collection)


  • Friday, March 15, 2013 12:30 PM | Ed Graziano (Administrator)
    The first half of our fantrip, with 2200s, begins at Rosemont.

    The first half of our fantrip, with 2200s, begins at Rosemont.

    People take pictures of each other...

    People take pictures of each other…

    Subway stop... I think this was Logan Square.

    Subway stop… I think this was Logan Square.

    Photo stop at Ashland on the Green Line.

    Photo stop at Ashland on the Green Line.

    We got off at 35th for a run-by.

    We got off at 35th for a run-by.

    35th-Sox Park.

    35th-Sox Park.

    Our train has returned.

    Our train has returned.

    We are let off at Madison and Wabash.

    We are let off at Madison and Wabash.

    Our train of 2200s departs while we take a lunch break.

    Our train of 2200s departs while we take a lunch break.

    Here come the 5000s.

    Here come the 5000s.

    We get off at Oakton for a run-by.

    We get off at Oakton for a run-by.

    Northbound at Oakton.

    Northbound at Oakton.

    5000s southbound approaching Oakton.

    5000s southbound approaching Oakton.

    5000s southbound approaching Oakton.

    5000s southbound approaching Oakton.

    5000s at Wilson, where North Shore trains once stopped.

    5000s at Wilson, where North Shore trains once stopped.

    5000s interior.

    5000s interior.

    A Pink Line train passes us at Morgan.

    A Pink Line train passes us at Morgan.

    Our trip ends in twilight at Morgan on the Green Line.

    Our trip ends in twilight at Morgan on the Green Line.

    CERA sponsored a fantrip on the CTA rapid transit system on November 18, 2012, highlighting both the “old” and the “new.” The old was represented by a train made up entirely of 2200-series cars from 1970. These are the last cars on the system that use “blinker” doors and are thus not handicapped accessible. For many years, the 2200s have only been used in conjunction with other series cars that have sliding doors, so this charter was a rare and perhaps final opportunity to experience them as they once were used in service.

    Tony Coppoletta, who organized this trip for CERA, told me it was his intention to showcase the 2200s on the Kennedy and Dan Ryan expressway lines, where they ran for so many years. After 43 years of faithful service, they are gradually being retired.

    I boarded the train at Rosemont on the Blue Line. We stopped in the Kimball subway to pick up more people, then through the Dearborn subway. Next, we went up the ramp to the Douglas/Pink Line and changed ends. Then, it was back to the Loop over the Lake St./Green Line trackage, then out over to the Dan Ryan line via the “old” connection that was used before completion of the short subway connecting the Howard and Dan Ryan.

    We stopped at 35th for a run-by, and then it was back downtown for a lunch break. The 2200s went back around the Loop for one more photo opportunity, but we headed off to McDonald’s.

    After lunch, around came our “new” train, the 5000s. The transverse seating has been very controversial, and much commented on in the local press, but the new cars have very smooth acceleration, since they do not use points or “chopper” controls, converting DC to AC instead. This change means they cannot be trained with the older series of “L” cars.

    Despite it being the middle of November, the weather was very reasonable and we even had some sun that day. We did go out to around 35th on the Orange Line before changing ends and going back up north via the Loop “L”, the Brown Line, and on the Howard/Red Line. Our train then turned onto the Yellow Line, the former “Skokie Swift,” a remnant of the North Shore Line’s “Skokie Valley Route” for a run-by at the newish station at Oakton.

    Then we proceeded south with a final photo stop at Wilson Avenue, before going back downtown and ending our sojourn at the other new CTA station, Morgan on the Green Line. A fine time was had by all. If you were there that day, we are glad to have seen you and thank you for your support.

    If you couldn’t make it, you can get a pretty good idea of our trip through these pictures, mostly taken by yours truly (except as noted).

    -David Sadowski

    FYI, the Illinois Railway Museum will hold its annual “Snowflake Special charter on the CTA on March 24th, using an 8-car train made up of four different series of railcars. More info here.

    CTA 2318 leads the way at Lake and Ashland on November 18, 2012. (Photo by Jeff Wien, courtesy of the Wien-Criss Archive)

    CTA 2318 leads the way at Lake and Ashland on November 18, 2012. (Photo by Jeff Wien, courtesy of the Wien-Criss Archive)


  • Wednesday, March 13, 2013 12:34 PM | Ed Graziano (Administrator)
    Ten years before the “New Math,” 144 was equal to 225, at least for one day. The occasion was a December 1956 Chicago fantrip, using one of the last surviving Red Pullman streetcars.

    Red Cars were phased out of regular service by CTA in 1954, and nearly all were scrapped soon after, but a few were kept, including cars 144, 225, and 460. Today 225 is at the Seashore Trolley Museum in Maine, while the other two are at the Illinois Railway Museum. Car 144 was one of the first purchases made by the fledgling museum, now celebrating its 60th year, and 460 was stored for decades as part of the CTA historical collection before it too found its way there.

    CTA #225 masquerading as 144, on an Illini Railroad Club fantrip in December, 1956 (George Foelschow collection) Location is on Dearborn near Washington.

    CTA #225 masquerading as 144, on an Illini Railroad Club fantrip in December, 1956 (George Foelschow collection). Location is on Dearborn near Washington.

    CTA #144 on an Illini Railroad Club fantrip in December, 1957. We are looking north on Dearborn Street near Randolph. We see buses here since by this time, PCCs did not run on weekends on the #22 Clark-Wentworth line. (Author's collection)

    CTA #144 on an Illini Railroad Club fantrip in December, 1957. We are looking north on Dearborn Street near Randolph. We see buses here since by this time, PCCs did not run on weekends on the #22 Clark-Wentworth line. (Author’s collection)

    CTA #144 on the 12-29-57 fantrip, at 81st and Vincennes, on Vincennes Avenue looking north (Author's collection)

    CTA #144 on the 12-29-57 fantrip, at 81st and Vincennes, on Vincennes Avenue looking north (Author’s collection)

    #144 at the intersection of 81st and Vincennes, on the 12-29-57 fantrip (Author's collection)

    #144 at the intersection of 81st and Vincennes, on the 12-29-57 fantrip (Author’s collection)

    144 northbound on Dearborn, on the 12-29-57 fantrip (Author's collection)

    144 northbound on Dearborn, on the 12-29-57 fantrip (Author’s collection)

    CTA #144 near in regular service, at the west end of the 63rd Street line, on May 14, 1953 (Bob Selle photo, Author's collection)

    CTA #144 in regular service, at the west end of the 63rd Street line, on May 14, 1953 (Bob Selle photo, Author’s collection)

    Red Chicago streetcars #144 and #1374 at the Illinois Railway Museum (Author's photo)

    Red Chicago streetcars #144 and #1374 at the Illinois Railway Museum (Author’s photo)


    It’s a miracle that any additional cars were saved. You can read the story of how this did in fact happen on the excellent Hicks Car Works blog.

    I was just three years old when the last Chicago streetcar ran on that fateful day June 21, 1958, but at least my father had the foresight to make sure I rode one of the PCCs on the south side before the end. By this time, the north end of Clark-Wentworth had already been converted to bus, and streetcars had to turn at Kinzie.

    Between 1954 and 1958, there were a number of Red Car fantrips on the CTA, sponsored by CERA and other contemporary organizations. CERA ran three and hosted the final such trip on May 25, 1958. Often, these trips also included a PCC car. The Illini Railroad Club ran two such trips, around Christmas time in both 1956 and 1957. Information on all 206 CERA fantrips from 1938 to 2012 will be included in our upcoming publication Trolley Sparks Special #1.

    The curious renumbering in our first photo requires an explanation from longtime CERA member George Foelschow. This was on the December 1956 sojourn. Apparently, trip organizer Maury Klebolt had advertised they were going to use 144, and when they ended up with 225 instead, he didn’t want to disappoint anyone. So a few swatches of oilcloth were painted red and numbered 144, and were placed over the actual numbers.

    The Illini fantrip using car 225 renumbered for the day as 144 was held on a December Sunday in 1956. (It was rather silly to “renumber” 225 for one day since most fans were happy to ride a red car, any car, but that was a quirk of Maurice Klebolt of Illini Railroad Club.) I saved one of the oilcloth 144 signs and it hung in my childhood bedroom in Elgin for many years as a memento. It was lost when the house and most contents sold after my parents died and I was living in San Diego.

    The day after the trip the Sun-Times had a front page story illustrated with a photo of the car on Dearborn Street near Washington Street with me in a prominent place in the car’s front window. You can see that the 144 tag was a slightly lighter shade of red. The PCC car in the photo was also part of the charter since this was the period of weekend bus substitution. Many, if not most, of the riders were CERA members, though I can name only two besides myself. I am in the car’s right front window against the corner post. Dick Kunz is two persons to my right waving his ungloved hand. Bob Heinlein is at the rear front door wearing a camera bag. I don’t remember if Jeff Wien was on that trip.

    Jeff Wien writes:

    These black & white pics (3, 4 and 5) were taken on Sunday, December 29, 1957 on the first fantrip that I ever attended at the age of 16. The trip only operated on Clark-Wentworth. I have 8mm color movies of the fantrip as well as other Red Car fantrips which have been digitized. It would only have gone to the Loop (Clark-Kinzie) because Clark Street was converted to bus on September 6, 1957. Red Car movies of various fantrips are covered in my Chicago Streetcar Memories DVD.

    Along the way, regular transit riders tried to board the cars, seemingly oblivious to the fact they’d been taken out of service for a few years. That is a testament to how the Big Red Cars were ingrained into the city’s consciousness, during the heyday of CSL, the Chicago Surface Lines, a predecessor of the CTA. Jeff says people back then were often incredulous when he told them he was taking photos and movies of streetcars. They could not understand why anyone would do that, and some even had a “good riddance” attitude about the demise of Chicago trolleys.

    But we do not write this blog for any of those people. Now the pendulum has swung the other way, first in the guise of “light rail,” whatever that means, but we are starting to hear the word “streetcar” creep back into the urban environment, in at least a few and growing number of American cities.

    Jeff recalls that Maurice Klebolt’s Illini Railroad club eventually fell by the wayside, and he did not see him again until 1982, when he ran into him in San Francisco. While Chicago trolleys bit the dust, Klebolt went on to bigger and better things, as the main “spark plug” behind the San Francisco Trolley Festival. The original idea was to create an alternate tourist attraction, when the famous Cable Cars were taken out of service for a long overdue rehab.

    Streetcars were being taken off Market Street as the Muni Metro subway was phased in circa 1980-82. But thanks to Klebolt’s hard work, vision and a bit of “chutzpah,” the historic trolleys soon became an integral part of San Francisco transit, and were eventually extended to Fisherman’s Wharf, paving the way (or more appropriately, unpaving the way) for historic trolley lines in several other US cities.

    You can read an appreciation of Maurice Klebolt here.

    But given the choice between the New Math and the Old Math, I’ll take the days when 144 equaled 225 every time.

    -David Sadowski

    You can find more information about the Muni F streetcar line here.

    PS- A few words about CTA streetcar abandonment dates. After I wrote this post, I got the following correction from Jeff Wien:

    Where did you get that erroneous date of June 22nd? I was on the last car. It pulled in at 6am on Saturday, June 21, 1958. For years, CTA has been putting forth the erroneous date of June 22nd. I don’t know where you got that, but it is wrong.

    In the future, I would suggest that you be very careful as to when you quote Streetcar abandonment dates. A number of years ago I learned that the CTA regarded the official conversion dates as taking effect on Sundays. However, that was often not the case because in most of the streetcar abandonments that involved the operation of two man cars, the Saturday prior to the Sunday official conversion date was the real end of streetcar service. If a streetcar line was operated with one man cars, it probably ran streetcars 7 days a week. However, if two man cars were operated, they only ran on weekdays with weekend bus operations. Current CTA staff haven’t a clue as to what went on 50 years ago with weekend bus operations, and because they only know that official route changes are made effective on Sundays, they conclude that the streetcars were withdrawn on Sundays rather than Saturdays.

    The Last Chicago Streetcar is a good example of their doctrinaire thinking about route changes. The last car operated on the morning of June 21st which was a Saturday morning. Weekend bus operation began immediately after the Last Car operated. However, the official conversion of the route was effective on Sunday,June 22nd. So, you can see how a current era CTA employee, basically unfamiliar with the history of the Authority, would conclude that the last streetcar ran in the early morning of Sunday, June 22nd. Since I rode and photographed the Last Chicago Streetcar in person, I can refute the revisionists view of streetcar abandonments. I don’t suppose that there are many of us who understand what I have described.

    I’ve changed the date in the text to the correct June 21, 1958.

    CTA Red Pullman 144 on a fantrip in December 1957. (Author's collection)

    CTA Red Pullman 144 on a fantrip in December 1957. (Author’s collection)

    Car 225 on a fantrip (probably February 10, 1957). (Photographer unknown)

    Car 225 on a fantrip (probably February 10, 1957). (Photographer unknown)


  • Saturday, March 09, 2013 12:40 PM | Ed Graziano (Administrator)
    While half the 91-year-old Wells Street bridge over the Chicago River is being replaced this week, railfans have a rare opportunity to ride the CTA Brown Line (formerly Ravenswood) “L” trains in the State Street subway. This is the first time Brown Line trains have run in the 70-year-old subway on anything like a regular basis.CTA Brown Line Loop shuttle, March 8, 2013

    CTA Brown Line Loop shuttle, March 8, 2013

    CTA Brown Line Loop shuttle, March 8, 2013

    CTA Brown Line Loop shuttle, March 8, 2013

    CTA Brown Line Loop shuttle at Lake and LaSalle, March 8, 2013

    CTA Brown Line Loop shuttle at Lake and LaSalle, March 8, 2013

    CTA Brown Line train in the State Street Subway, March 8, 2013

    CTA Brown Line train in the State Street Subway, March 8, 2013

    CTA Brown Line train in the State Street Subway, March 8, 2013

    CTA Brown Line train in the State Street Subway, March 8, 2013

    Subway-bound CTA Brown Line train, southbound at Fullerton, March 8, 2013

    Subway-bound CTA Brown Line train, southbound at Fullerton, March 8, 2013

    CTA Brown Line subway trains passing each other at Armitage, March 8, 2013

    CTA Brown Line subway trains passing each other at Armitage, March 8, 2013

    CTA Brown Line train turning back at Merchandise Mart, March 8, 2013

    CTA Brown Line train turning back at Merchandise Mart, March 8, 2013

    Wells St. bridge replacement work, March 8, 2013

    Wells St. bridge replacement work, March 8, 2013


    When I rode the trains earlier today, looking for some photo opportunities, everything seemed to be running smoothly, with riders taking things in stride. With the bridge out temporarily, one out of every three Brown Line trains terminates at the Merchandise Mart, while the other two run through the Red Line subway. Meanwhile, to help move people around on the Loop “L”, they’ve revived the old Loop Shuttle train. Brown Line riders in the subway can go as far south as Roosevelt Road, although the trains turn back further south of there.

    Brown Line trains are all back on the regular route by Fullerton and points north, but the subway trains have to skip Armitage, since it is past the crossover, and very close to the portal.

    The CTA dovetailed some track work north and south of the bridge to coincide with the project, making the Mart station a literal one-track operation. The other track has been removed and is in the midst of being replaced. A bumper post is there to keep trains from getting too close to the bridge.

    This rerouting also requires unusual signage. The Loop Shuttle has one of those old-fashioned metal hanging signs, the kind that used to say “Ball Game Today,” or “Last Stop River Road.”

    Southbound Brown Lines that go through the subway are signed for Roosevelt. The new 5000s are not being used for this service, in part because the electronic signage supposedly cannot be reprogrammed, but also because there are still operators who have not yet been trained to run these cars.

    Fears that the roof boards on some 3400s might have clearance problems turned out to be groundless. Those cars were the last to be equipped with overhead current “pan trolleys” in Yellow Line (Skokie Swift) service, but that line was completely converted to third-rail operation some years back.

    Yes, a train of the 1-50 PCC single car units had its trolley poles ripped off in 1994, because of clearance problems, but this had to do with work being done by a contractor, and not an issue with the subway itself. So far, it appears to be smooth sailing in the State Street subway, but those rails must be pretty warm, being used at a much higher capacity than is typical. But years ago, those trains ran on some very tight headways indeed, often one train every two minutes or less.

    The current diversion is merely Round 1, with Round 2 coming up in April when the other half of the Wells St. bridge gets the same treatment.

    Meanwhile, in Pennsylvania, they have their own bridge problem, on the SEPTA Norristown High-Speed Line. The underwater supports for the Schuylkill River bridge leading to the Norristown terminal have deteriorated and need replacement. At present, funds are not available to do the work, and SEPTA announced last December that it would close the bridge, perhaps indefinitely, once warm weather returns.

    I hope to be in Philadelphia on May 5 for a Friends of Philadelphia Trolleys fantrip on the SEPTA Media and Sharon Hill trolley lines, celebrating 100 years of service. I’m hoping the bridge will still be in use then, in spite of global warming, for one last ride to Norristown.

    But I have a message for Philadelphia… take a look at what we can do in Chicago. Find the money somehow, and fix that bridge!

    -David Sadowski

    P&W "Bullet" car #200 on the Norristown High-Speed Line, in a picture probably taken in the late 1950s (Author's collection)

    P&W “Bullet” car #200 on the Norristown High-Speed Line, in a picture probably taken in the late 1950s (Author’s collection)


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