CHICAGO AURORA AND ELGIN CAR 319
AN ILLUSTRATED HISTORY
(Joe Testagrose collection, via Dave Mewhinney)
TABLE OF CONTENTS
(Each one is a link)
Foreword
Conditions in Service
Modifications During Service
CA&E Paint Schemes
Miscellaneous Modifications
Acquisition by Brookins
Acquisition by IRM
Appendix A - Mechanical Equipment
FOREWORD
AN ILLUSTRATED HISTORY
(Joe Testagrose collection, via Dave Mewhinney)TABLE OF CONTENTS
(Each one is a link)
Foreword
Conditions in Service
Modifications During Service
CA&E Paint Schemes
Miscellaneous Modifications
Acquisition by Brookins
Acquisition by IRM
Appendix A - Mechanical Equipment
FOREWORD
Wood was one of man's earliest building materials, and the only one that was useful for transportation purposes. When carefully chosen and properly seasoned, it is strong, durable, lightweight, and easily repaired. On the water, the first crude rafts evolved into the magnificent wooden clipper ship; on land, wheeled vehicles developed from primitive carts into the final wooden passenger cars with their decorative moldings, inlaid marquetry, and graceful arched windows. And it was not until well into the twentieth century that wood was finally replaced as the basic material for railroad car construction. The last wooden cars were the pinnacle of a long development process, and the survivors are valuable examples of the woodworker's art.
The subject of this study is one of a group of six cars ordered from the Jewett Car Co. in 1913; the 319 was delivered early in 1914. It ran for 43 years in daily revenue service, and was still in use on the day the railroad suddenly stopped passenger service. All of the cars in this order were preserved when the CA&E was abandoned.
The single most important event in the development of the passenger car was the transition from wooden to steel construction. By 1914 steam railroads had been ordering all-steel cars for several years, and many interurban lines had also begun to do so. Thus when the Aurora Elgin and Chicago received new wooden passenger cars at this late date, they were almost immediately obsolete. They survived in regular passenger service as long as they did, however, because the railroad could never afford to replace its obsolete equipment.
The 319 represents an interesting stage in the transition from wood to steel. The side truss is a ¼" steel plate that extends from the floor nearly to the belt rail, the entire length of the car side. This replaces the earlier forms of wooden compression trusses built into the side of the car, as on the 308, 309, and other older wooden cars. There are also steel angle plates built into the car at the corners.
It is instructive to compare this car with two others in the Museum's collection: Michigan Electric #28, built in 1913, and North Shore #160, built in 1915. Both are of steel construction with arched roofs, and much more modern in appearance. Another point of comparison is with Illinois Terminal #277, built by St. Louis in 1913. This car presents a different type of transitional design. On the 319 wooden siding conceals the partially steel structure, while the 277 was built with sheet metal sides concealing a basically wood structure. (Like the 319, the 277 originally had arched stained glass windows in the best interurban tradition, but these were covered over in a later rebuilding.)
The Jewett Car Company was founded in 1894 and originally located in Jewett, Ohio. It relocated in 1900 to Newark, Ohio. Jewett was known as an interurban specialist, and its equipment was widely used on lines in the Ohio-Indiana network. The firm also produced a large quantity of rapid transit and street railway cars. The 1917-1918 period was difficult due to a combination of circumstances: the secular decline in the interurban industry, lack of orders due to war-related uncertainty, and the general inflation caused by the war. Several car builders went out of business at this time, Jewett among them[1].
The subject of this study is one of a group of six cars ordered from the Jewett Car Co. in 1913; the 319 was delivered early in 1914. It ran for 43 years in daily revenue service, and was still in use on the day the railroad suddenly stopped passenger service. All of the cars in this order were preserved when the CA&E was abandoned.
The single most important event in the development of the passenger car was the transition from wooden to steel construction. By 1914 steam railroads had been ordering all-steel cars for several years, and many interurban lines had also begun to do so. Thus when the Aurora Elgin and Chicago received new wooden passenger cars at this late date, they were almost immediately obsolete. They survived in regular passenger service as long as they did, however, because the railroad could never afford to replace its obsolete equipment.
The 319 represents an interesting stage in the transition from wood to steel. The side truss is a ¼" steel plate that extends from the floor nearly to the belt rail, the entire length of the car side. This replaces the earlier forms of wooden compression trusses built into the side of the car, as on the 308, 309, and other older wooden cars. There are also steel angle plates built into the car at the corners.It is instructive to compare this car with two others in the Museum's collection: Michigan Electric #28, built in 1913, and North Shore #160, built in 1915. Both are of steel construction with arched roofs, and much more modern in appearance. Another point of comparison is with Illinois Terminal #277, built by St. Louis in 1913. This car presents a different type of transitional design. On the 319 wooden siding conceals the partially steel structure, while the 277 was built with sheet metal sides concealing a basically wood structure. (Like the 319, the 277 originally had arched stained glass windows in the best interurban tradition, but these were covered over in a later rebuilding.)
The Jewett Car Company was founded in 1894 and originally located in Jewett, Ohio. It relocated in 1900 to Newark, Ohio. Jewett was known as an interurban specialist, and its equipment was widely used on lines in the Ohio-Indiana network. The firm also produced a large quantity of rapid transit and street railway cars. The 1917-1918 period was difficult due to a combination of circumstances: the secular decline in the interurban industry, lack of orders due to war-related uncertainty, and the general inflation caused by the war. Several car builders went out of business at this time, Jewett among them[1].
There are at least 41 cars built by Jewett presently preserved in North America[2]. These cover a wide range of designs; some are stored inside and in good condition, others are in very poor condition due to neglect.
CA&E #319 is one of six Jewett-built pieces currently in the IRM collection. They offer a good look at the variety of equipment the firm produced.
* CA&E #321 is another car from the same series; see its history here.
* Chicago Surface Lines #2843 is a 1903 deck-roof streetcar that was completely rebuilt (at least once) while in passenger service, and then converted to salt-spreader service. It is on display, but not restored or operable. (It is equipped with the CSL's streetcar wheels, and so cannot be operated on the Museum's standard railroad tracks.)
CA&E #319 is one of six Jewett-built pieces currently in the IRM collection. They offer a good look at the variety of equipment the firm produced.
* CA&E #321 is another car from the same series; see its history here.
* Chicago Surface Lines #2843 is a 1903 deck-roof streetcar that was completely rebuilt (at least once) while in passenger service, and then converted to salt-spreader service. It is on display, but not restored or operable. (It is equipped with the CSL's streetcar wheels, and so cannot be operated on the Museum's standard railroad tracks.)
* Chicago Rapid Transit #1754 is a wooden rapid transit car, also from 1906. This car is currently nearing the completion of a complete restoration, and is operational.
* Finally, shortly before going out of business, in 1917 Jewett built an order of steel interurban cars for the North Shore, which included seven combines. The 251 and 253 are the only combines from this order to survive. Railroad modifications to these cars were relatively minor, mostly involving moving the bulkhead to adjust the number of seats vs. baggage space. The 251 has been repainted in its Silverliner paint scheme and is operated occasionally; the 253 has been cosmetically restored and is on display.
All of these cars were used in railroad service for at least forty years before acquisition by the Museum. Thanks to the North Shore's meticulous record keeping, we know that combine #251 ran over 3,300,000 miles in service, more than any other car in North Shore history.
It should be noted that while the Chicago Aurora and Elgin was the last American interurban to operate wooden coaches in regular service3, these cars were generally modified much less than similar cars on other interurban lines. The Museum has several examples of wooden cars that were completely rebuilt. Some were covered with sheet metal to make them appear to be constructed of steel. (Often, the sheet metal was attached with round-head wood screws; the slots were then filled with putty to make them appear to be rivets.) Railroad (clerestory) roofs were converted to arched roofs, doors removed or added, and single-end cars reversed in the process of making them operable by one man. Trucks, motors, and control were often changed.
For the most part, the CA&E did not do these things. All wooden cars had the streamer sash removed. Otherwise, two wooden parlor cars were covered with sheet metal, received new couplers and control, and were used as part of the steel fleet. The 319 is one of only three wooden cars that received new motors and contactor groups. The rest continued to operate until the end in their original configuration, with the same mechanical equipment they had been built with.
A total of eighteen passenger cars and one work car from the Chicago Aurora and Elgin have been preserved at six museums, nine of them at IRM. Currently, about fourteen of them are in operable condition; most of the others are being restored as conditions permit.
As mentioned above, the 319 was used in daily revenue service for over 40 years, from 1914 until passenger service was stopped on July 3, 1957. The car could operate singly, of course, or in trains of up to eight cars (limited by the length of station platforms). The 319 could train only with other wooden cars, not the steel equipment, that had different couplers and type of control system.
Before the arrival of steel equipment in 1923, this type of car was used in both local and express service over all parts of the railroad. (Except, perhaps, the Geneva branch. Pictures of this branch during the wood car era seem to show only "shorties". If so, this was probably due to sharp curves in the streets.) After that time, it was generally used only in Chicago to Wheaton service. Most often, the 319, 320, and 321 were used in express service to Wheaton, generally with cars 105 and 205 sandwiched in. Particularly in the last few years, the car would have made only rush hour trips.
Julie Johnson collection
The cars were probably delivered to Wheaton on their own trucks. Unlike previous orders, they came equipped with the dash lights and folding destination signs, also the bus jumpers and anticlimbers (based on the advertisement picture of the 318). The railroad probably had little to do before putting them in service. The cars were stored outside in the yard at Wheaton when not in use (or, during the day, at other locations); there was no inside storage except when in the shop. As a rule, the pumps and electric heat remained on so the cars would be ready for service. (Pictures always show a pole up when under wire.)
The car was completely resided at least once during its service life. As detailed below, it was completely repainted about once every ten years, and the roof canvas was probably replaced about as often.
The upholstery fabric was replaced at least once, but the seat cushions and frames were unchanged. The structural members and interior finish of the car are generally as built in 1914, with the exception of the platform ends. All surviving wood cars have new wood spliced into the door posts in the vestibules.
It was the practice to turn the cars around on the loop at Wheaton once a month to equalize wear and tear on the paint job and running gear. After 1953 this was no longer necessary since the cars turned around on every trip to Forest Park. In the absence of detailed mileage records, the total mileage this car accumulated in regular service can only be estimated;
it was probably between 1.5 and 2 million miles.
The 319 was used on a 1942 CERA fantrip coupled to two box motors, which would have required an adapter coupler, of course.
* Finally, shortly before going out of business, in 1917 Jewett built an order of steel interurban cars for the North Shore, which included seven combines. The 251 and 253 are the only combines from this order to survive. Railroad modifications to these cars were relatively minor, mostly involving moving the bulkhead to adjust the number of seats vs. baggage space. The 251 has been repainted in its Silverliner paint scheme and is operated occasionally; the 253 has been cosmetically restored and is on display.
All of these cars were used in railroad service for at least forty years before acquisition by the Museum. Thanks to the North Shore's meticulous record keeping, we know that combine #251 ran over 3,300,000 miles in service, more than any other car in North Shore history.
It should be noted that while the Chicago Aurora and Elgin was the last American interurban to operate wooden coaches in regular service3, these cars were generally modified much less than similar cars on other interurban lines. The Museum has several examples of wooden cars that were completely rebuilt. Some were covered with sheet metal to make them appear to be constructed of steel. (Often, the sheet metal was attached with round-head wood screws; the slots were then filled with putty to make them appear to be rivets.) Railroad (clerestory) roofs were converted to arched roofs, doors removed or added, and single-end cars reversed in the process of making them operable by one man. Trucks, motors, and control were often changed.
For the most part, the CA&E did not do these things. All wooden cars had the streamer sash removed. Otherwise, two wooden parlor cars were covered with sheet metal, received new couplers and control, and were used as part of the steel fleet. The 319 is one of only three wooden cars that received new motors and contactor groups. The rest continued to operate until the end in their original configuration, with the same mechanical equipment they had been built with.
A total of eighteen passenger cars and one work car from the Chicago Aurora and Elgin have been preserved at six museums, nine of them at IRM. Currently, about fourteen of them are in operable condition; most of the others are being restored as conditions permit.
HISTORY
CONDITIONS IN SERVICE
CONDITIONS IN SERVICE
As mentioned above, the 319 was used in daily revenue service for over 40 years, from 1914 until passenger service was stopped on July 3, 1957. The car could operate singly, of course, or in trains of up to eight cars (limited by the length of station platforms). The 319 could train only with other wooden cars, not the steel equipment, that had different couplers and type of control system.
Before the arrival of steel equipment in 1923, this type of car was used in both local and express service over all parts of the railroad. (Except, perhaps, the Geneva branch. Pictures of this branch during the wood car era seem to show only "shorties". If so, this was probably due to sharp curves in the streets.) After that time, it was generally used only in Chicago to Wheaton service. Most often, the 319, 320, and 321 were used in express service to Wheaton, generally with cars 105 and 205 sandwiched in. Particularly in the last few years, the car would have made only rush hour trips.Julie Johnson collection
The cars were probably delivered to Wheaton on their own trucks. Unlike previous orders, they came equipped with the dash lights and folding destination signs, also the bus jumpers and anticlimbers (based on the advertisement picture of the 318). The railroad probably had little to do before putting them in service. The cars were stored outside in the yard at Wheaton when not in use (or, during the day, at other locations); there was no inside storage except when in the shop. As a rule, the pumps and electric heat remained on so the cars would be ready for service. (Pictures always show a pole up when under wire.)
The car was completely resided at least once during its service life. As detailed below, it was completely repainted about once every ten years, and the roof canvas was probably replaced about as often.
The upholstery fabric was replaced at least once, but the seat cushions and frames were unchanged. The structural members and interior finish of the car are generally as built in 1914, with the exception of the platform ends. All surviving wood cars have new wood spliced into the door posts in the vestibules.
It was the practice to turn the cars around on the loop at Wheaton once a month to equalize wear and tear on the paint job and running gear. After 1953 this was no longer necessary since the cars turned around on every trip to Forest Park. In the absence of detailed mileage records, the total mileage this car accumulated in regular service can only be estimated;
it was probably between 1.5 and 2 million miles.The 319 was used on a 1942 CERA fantrip coupled to two box motors, which would have required an adapter coupler, of course.
Photo from Malcolm McCarter via the Van Dusen collection, at Strahorn Library, provided by Carl Lantz.
There were five or six basic paint schemes during the car's service life:
1. Green: Entire body was Pullman Green; doors and window sash were brown; gold leaf lettering and striping. Roof color was probably buff. The vestibule interiors were also Pullman Green. All interior walls and trim were stained and varnished mahogany; ceiling was light yellow, with extensive stenciling around the edges of each panel. As built, until c. 1920.
2. Red: Entire body was red; doors and window sash were brown; gold lettering with black outlining. Roof color was probably also red. Probably no change to vestibule or to interior walls and ceiling. Until c. 1932.
3. Maroon ("coffee and cream"): Body and window sash were maroon, except for the letterboard, end windows, and window sills that were cream; doors were light brown or tan; gold lettering with black outlining. The "Sunset Lines" herald on this car had a black background. Roof was painted maroon.
4.
Blue ("Early American"): Body was dark blue; side windows and posts were light grey (not white); ends were bright red, with red stripes below the belt rail and over the windows; yellow lettering with black outlining. On this car the Sunset Lines herald was painted over blue, with no background. Roof was light grey. The interior walls were painted a peach color above the window sills; the lower walls remained stained and varnished. The ceiling was painted white. The vestibule interior was the same blue as the exterior. Until November 1953.
* Note that the red is not the same red as in the final paint scheme - although it's close.
Top White
Center Peach
Bottom & Racks Stain
Completed 10-29-40
In 1950 the car was repainted in the same paint scheme, but without the "Sunset Lines" herald.
interior paint Smoker sides only + Touch up Main compartment
exterior Paint roof 1 coat 1 side Deck mix canvas paint 2 coats
exterior Sand putty + Glazed paint Blue
Red + Gray - paint Vestibules + platforms
Completed 6-15-50
5. Scarlet: Ends, doors, and sides below the belt rail were bright red ("Brilliant Red"), windows, posts, and letterboard were a light blue-grey ("Aurora Gray"). Yellow lettering with black outlining. Roof was black (coated with “Lucas” paint, a tar-like substance). The vestibule interior was the same red as the exterior. The entire ceiling was painted white, including the molding strips. The interior was painted tan ("buff"), including the stained glass windows and all woodwork. Until end of service.
Interior Sanded headlining 2 coats White Gloss
" floor paint 1 coat 61 P+L Brown center 2 coats Sealer
Exterior sand 1 coat 1/2 primer 1/2 Surfacer Mixed
" Roof 1 coat Lucas paint
Paint red - 3 coats
" Gray 3 coats
" underframe 1 coat
Completed 12-10-53
Several other modifications were made over the years.
It is possible that the vestibules were rebuilt by the railroad to narrow the ends of the car slightly, presumably to provide sufficient clearance for the high level platforms on the elevated. The end doors taper inward about two inches, unlike the earlier wood cars in our collection. Since the Jewetts are longer than the earlier equipment, perhaps the railroad found it necessary to modify them. Because of the various rebuildings that were constantly taking place, it is difficult to know what the original design was in this case. The steel cars, which are even longer, have a much greater taper to the ends.
Like the 308 and 309, the 319 originally had a fare register system; the hole for the rod is still apparent in the smoker bulkhead. It also had coat hooks under the side lights.
The headlight wiring was probably changed by the railroad in the same way as for the 309. Of course, the electrical cabinet wiring changed quite a bit when the control system was replaced.
And finally, the 319 was used with the 320 in the very last passenger movement on the CA&E, for a fan trip on December 7, 1958. [Plachno pp. 462-463]
MODIFICATIONS DURING SERVICE
- Removal of window guards (between 1915 and 1925)
- Removal of coupling chains (between 1915 and 1925?)
- Removal of motorman’s cab doors
- Motors changed to GE-254A, control system changed to single contactor set with DB-260 contactors, DB-409 reverser, and automatic field tap control. (1921) [This car originally had GE-66B motors and double control equipment, like all the other wood cars. The same applies to the 320 and 321.]
- Installation of retrievers (c. 1925)
- Installation of clerestory ventilators, clerestory sash fastened shut (c. 1925)
- Exterior window sills modified to be continuous along the length of the car; as built, they were in sections under each pair of windows (between 1932 and 1936).
- Trolley wheels replaced by shoes (between 1932 and 1936)
- Sheet metal plates installed on ends over the door/windows (between 1932 and 1938)
- Streamer sash removed, replaced by wood siding (1940)
- Side doors replaced by CA&E design (1935-1940; motorman's side doors were done first)
- Pilots modified to provide better third rail clearance (second bar from the bottom was shortened, 1941)
- Oval window (on side ‘L’ only) replaced by square window (c. 1950)
- Flag/marker light brackets were moved down about 15" (c. 1950)
- Controllers changed from C21 to C6 (c. 1950)
- Headlight plug receptacles in door post at each end replaced by wooden block (c. 1950?)
- Removal of dash lights and folding signs (1953)
- Interior repainted tan (1953)
- Outer storm windows removed, and replaced with brackets to hold removable storm sash. (1953). The interior windows were replaced, and the replacements have different hardware.
Most of the dates for these modifications were inferred from the photographic record.
CA&E PAINT SCHEMES
There were five or six basic paint schemes during the car's service life:
1. Green: Entire body was Pullman Green; doors and window sash were brown; gold leaf lettering and striping. Roof color was probably buff. The vestibule interiors were also Pullman Green. All interior walls and trim were stained and varnished mahogany; ceiling was light yellow, with extensive stenciling around the edges of each panel. As built, until c. 1920.
2. Red: Entire body was red; doors and window sash were brown; gold lettering with black outlining. Roof color was probably also red. Probably no change to vestibule or to interior walls and ceiling. Until c. 1932.
3. Maroon ("coffee and cream"): Body and window sash were maroon, except for the letterboard, end windows, and window sills that were cream; doors were light brown or tan; gold lettering with black outlining. The "Sunset Lines" herald on this car had a black background. Roof was painted maroon.
4.
Blue ("Early American"): Body was dark blue; side windows and posts were light grey (not white); ends were bright red, with red stripes below the belt rail and over the windows; yellow lettering with black outlining. On this car the Sunset Lines herald was painted over blue, with no background. Roof was light grey. The interior walls were painted a peach color above the window sills; the lower walls remained stained and varnished. The ceiling was painted white. The vestibule interior was the same blue as the exterior. Until November 1953.* Note that the red is not the same red as in the final paint scheme - although it's close.
- Car 319 in Paint shop 9-7-40
Top White
Center Peach
Bottom & Racks Stain
Completed 10-29-40
In 1950 the car was repainted in the same paint scheme, but without the "Sunset Lines" herald.
- Car 319
interior paint Smoker sides only + Touch up Main compartment
exterior Paint roof 1 coat 1 side Deck mix canvas paint 2 coats
exterior Sand putty + Glazed paint Blue
Red + Gray - paint Vestibules + platforms
Completed 6-15-50
Photo by Bob Selle
from the Julie Johnson collection
from the Julie Johnson collection
5. Scarlet: Ends, doors, and sides below the belt rail were bright red ("Brilliant Red"), windows, posts, and letterboard were a light blue-grey ("Aurora Gray"). Yellow lettering with black outlining. Roof was black (coated with “Lucas” paint, a tar-like substance). The vestibule interior was the same red as the exterior. The entire ceiling was painted white, including the molding strips. The interior was painted tan ("buff"), including the stained glass windows and all woodwork. Until end of service.
- Car 319 in paint shop 11-16-53
Interior Sanded headlining 2 coats White Gloss
" painted sides 2 coats Buff
" Seat frames 1 coats Heaters + Guards 1 coat Black" floor paint 1 coat 61 P+L Brown center 2 coats Sealer
Exterior sand 1 coat 1/2 primer 1/2 Surfacer Mixed
" Roof 1 coat Lucas paint
Paint red - 3 coats
" Gray 3 coats
" underframe 1 coat
Completed 12-10-53
Photo by Bob Selle
from the Julie Johnson collection
from the Julie Johnson collection
MISCELLANEOUS MODIFICATIONS
Several other modifications were made over the years.
It is possible that the vestibules were rebuilt by the railroad to narrow the ends of the car slightly, presumably to provide sufficient clearance for the high level platforms on the elevated. The end doors taper inward about two inches, unlike the earlier wood cars in our collection. Since the Jewetts are longer than the earlier equipment, perhaps the railroad found it necessary to modify them. Because of the various rebuildings that were constantly taking place, it is difficult to know what the original design was in this case. The steel cars, which are even longer, have a much greater taper to the ends.
Like the 308 and 309, the 319 originally had a fare register system; the hole for the rod is still apparent in the smoker bulkhead. It also had coat hooks under the side lights.
The headlight wiring was probably changed by the railroad in the same way as for the 309. Of course, the electrical cabinet wiring changed quite a bit when the control system was replaced.
ACQUISITION BY GERALD BROOKINS COLUMBIA PARK AND SOUTHWESTERN
When the CA&E cars were made available for preservation in late 1961, the 319 was purchased by Gerald E. Brookins of Ohio for his projected trolley line, the Columbia Park and Southwestern, along with two other wood cars and five steel cars. This line was intended to be not only a tourist attraction, but also to provide transportation for the residents of a mobile home park which he was developing, allowing them to access the shopping center at one side of the park. The car left Wheaton via the C&NW in a seven-car train, which included most of the preserved cars heading east, in May 1962.
The 319 shortly after arrival at North Olmsted. Note the ornate bracket arms on the line poles, which came from Cleveland. Car has been repainted but not yet relettered. Photo from the Bill Volkmer collection, via Dave Mewhinney.
Mr. Bookins was a successful businessman and was able to devote resources to this project that no other museum at the time could match. A storage barn with an attached workshop was built to store the collection. He had several full-time employees on the payroll in the early years to do construction, maintenance, and restoration work. The "Columbia Park and Southwestern" name refers to Columbia Rd., the main nearby thoroughfare, and the Cleveland Southwestern and Columbus interurban line which had run through the area.
The 319 was repainted in an adaptation of the blue-and-grey paint scheme, as seen here. The interior was not painted, except for the floor, which was painted red like most of the other Brookins cars.
(Photo from Dave Mewhinney)
It was operated occasionally over the next thirty years or so. It was stored inside and well maintained. All of the CA&E cars had their third rail beams removed, and they were never reinstalled during their time in Ohio. Otherwise there were few modifications other than paint. The 319 had dash lights and folding signs installed at North Olmsted, one of the few modifications made to backdate any of the cars.
Gerald Brookins died in 1983 and for several years the Trolleyville operation continued, with volunteers doing much of the work. The Brookins family continued to oversee the operation. Cliff Perry was the general manager during the later years.
In 1995 the 319 was repainted in a maroon paint scheme with tan roof, doors, and windows. The interior and vestibules remained in their end-of-service paint. In 2001, however, the family decided to sell off the North Olmsted property, and it was necessary for the trolley operation to be evicted. At that time a deadline of five years in the future was set.
A volunteer organization was formed with the name "Lake Shore Electric Railway" to provide a new home in the Cleveland area for the Brookins collection. The collection would be based near the lake shore in downtown Cleveland, and the CA&E cars would be operated occasionally for excursions on the Greater Cleveland RTA system. The 319 was moved to Cleveland in 2006 and stored in a subway tunnel on GCRTA tracks, but never operated in revenue service.
On December 17, 2009, the 319 was moved to Brookpark Shops to be prepared for movement to IRM. It left Cleveland on Dec. 28, arrived at IRM the next day, and was unloaded on the 30th and stored in the barn. The car was placed onto the 321's trucks, since they were known to be in good condition and operable.
Due to the rebuilding in 1953, the only authentic paint scheme for this car would be the final Brilliant Red and Aurora Gray. Work therefore started on stripping the car. Also, the dash lights and folding signs had to be removed.
All of the lettering had been done with decals, and they were quickly removed. We also started stripping and repainted all of the windows, and repairing the worst seat cushions.
At the end of February, the car was moved into the Diesel shop at the east end of Barn 2, so it could be repainted by a contractor, Jim Followell. He and his employees finished the tasks of preparing the surfaces, and painted the red and gray. (He also repainted the 409, 451, and 460).
The car emerged from the paint shop for the first time on June 6. We then inspected the car and did the necessary work to make it operational, including the installation of trolley poles.
However, it was later decided that this version of Aurora Gray was incorrect, and the car was put back into the shop for the gray to be repainted. On July 3, it was lettered by another contractor, Ron Coy. The car operated for the first time in revenue service at IRM on July 4th, after it appeared in the trolley pageant.
Over the winter of 2010-2011. the interior of the smoker and the #1
vestibule were repainted. The car was again used in revenue service during 2011, and over the next winter, the first half of the main compartment was similarly repainted. During the winter of 2012-2013, work repainting the main compartment was completed, although we would still like to add an additional finish coat.
During 2014, the roof was rebuilt and recanvassed. Since that time the car has been used regularly in passenger service.
Electrical:
Motors: 4 GE-254, 140 HP
Control: GE type M -- SB 2522
Contactors: 13 DB-260
Reversers: 1 DB-409K4
Controllers: 2 C-6 (C-21 until c. 1950)
Brakes:
Motorman’s Valves: 2 M23
Triple Valve: 1 M2-B, located under car
Feed Valve: 1 WH C8, located under seat #1
Compressor: 1 D3-F, 8.44 HP
Governor: 1 WH Type J, located under seat #28
Brake Shoes: 8 G4678
Seats:
Walkovers: 23 Hale and Kilburn
The 319 shortly after arrival at North Olmsted. Note the ornate bracket arms on the line poles, which came from Cleveland. Car has been repainted but not yet relettered. Photo from the Bill Volkmer collection, via Dave Mewhinney.
Mr. Bookins was a successful businessman and was able to devote resources to this project that no other museum at the time could match. A storage barn with an attached workshop was built to store the collection. He had several full-time employees on the payroll in the early years to do construction, maintenance, and restoration work. The "Columbia Park and Southwestern" name refers to Columbia Rd., the main nearby thoroughfare, and the Cleveland Southwestern and Columbus interurban line which had run through the area.
The 319 was repainted in an adaptation of the blue-and-grey paint scheme, as seen here. The interior was not painted, except for the floor, which was painted red like most of the other Brookins cars.
(Photo from Dave Mewhinney)
It was operated occasionally over the next thirty years or so. It was stored inside and well maintained. All of the CA&E cars had their third rail beams removed, and they were never reinstalled during their time in Ohio. Otherwise there were few modifications other than paint. The 319 had dash lights and folding signs installed at North Olmsted, one of the few modifications made to backdate any of the cars.
Gerald Brookins died in 1983 and for several years the Trolleyville operation continued, with volunteers doing much of the work. The Brookins family continued to oversee the operation. Cliff Perry was the general manager during the later years.
In 1995 the 319 was repainted in a maroon paint scheme with tan roof, doors, and windows. The interior and vestibules remained in their end-of-service paint. In 2001, however, the family decided to sell off the North Olmsted property, and it was necessary for the trolley operation to be evicted. At that time a deadline of five years in the future was set.
A volunteer organization was formed with the name "Lake Shore Electric Railway" to provide a new home in the Cleveland area for the Brookins collection. The collection would be based near the lake shore in downtown Cleveland, and the CA&E cars would be operated occasionally for excursions on the Greater Cleveland RTA system. The 319 was moved to Cleveland in 2006 and stored in a subway tunnel on GCRTA tracks, but never operated in revenue service.
ACQUISITION BY IRM
The overall success of the Lake Shore Electric project had always been contingent on substantial investment by the city government of Cleveland, which never happened. By early 2009 the city's financial crisis had destroyed all hope of this possibility, and the decision was taken to wrap up the LSE project and dispose of the collection. The Brookins collection of 35 cars or so was put up for sale to qualified non-profit museum groups, and Bill Wall was tasked with organizing a consortium of museums to distribute the cars to the most appropriate destinations.
Car 319, four other CA&E cars, and an open car from Veracruz in Mexico were awarded to IRM in October. Julie Johnson provided most of the money (at great personal sacrifice) and much of the impetus behind these arrangements.
On December 17, 2009, the 319 was moved to Brookpark Shops to be prepared for movement to IRM. It left Cleveland on Dec. 28, arrived at IRM the next day, and was unloaded on the 30th and stored in the barn. The car was placed onto the 321's trucks, since they were known to be in good condition and operable.
Due to the rebuilding in 1953, the only authentic paint scheme for this car would be the final Brilliant Red and Aurora Gray. Work therefore started on stripping the car. Also, the dash lights and folding signs had to be removed.
All of the lettering had been done with decals, and they were quickly removed. We also started stripping and repainted all of the windows, and repairing the worst seat cushions.
(January 2010)
At the end of February, the car was moved into the Diesel shop at the east end of Barn 2, so it could be repainted by a contractor, Jim Followell. He and his employees finished the tasks of preparing the surfaces, and painted the red and gray. (He also repainted the 409, 451, and 460).
The car emerged from the paint shop for the first time on June 6. We then inspected the car and did the necessary work to make it operational, including the installation of trolley poles.
(Bill Wulfert)
However, it was later decided that this version of Aurora Gray was incorrect, and the car was put back into the shop for the gray to be repainted. On July 3, it was lettered by another contractor, Ron Coy. The car operated for the first time in revenue service at IRM on July 4th, after it appeared in the trolley pageant.
Over the winter of 2010-2011. the interior of the smoker and the #1
vestibule were repainted. The car was again used in revenue service during 2011, and over the next winter, the first half of the main compartment was similarly repainted. During the winter of 2012-2013, work repainting the main compartment was completed, although we would still like to add an additional finish coat.During 2014, the roof was rebuilt and recanvassed. Since that time the car has been used regularly in passenger service.
APPENDIX A
MECHANICAL EQUIPMENT
MECHANICAL EQUIPMENT
Electrical:
Motors: 4 GE-254, 140 HP
Control: GE type M -- SB 2522
Contactors: 13 DB-260
Reversers: 1 DB-409K4
Controllers: 2 C-6 (C-21 until c. 1950)
Brakes:
Motorman’s Valves: 2 M23
Triple Valve: 1 M2-B, located under car
Feed Valve: 1 WH C8, located under seat #1
Compressor: 1 D3-F, 8.44 HP
Governor: 1 WH Type J, located under seat #28
Brake Shoes: 8 G4678
Seats:
Walkovers: 23 Hale and Kilburn
Footnotes
[1] Brough, L. A. and Graebner, J. H. From Small Town to Downtown: A History of the Jewett Car Company, 1893-1919 Indiana University Press, 2004
See also Jewett Car Company posted by Mid-Continent.
See also Jewett Car Company posted by Mid-Continent.
[2] See the Roster of Preserved North American Electric Railway Cars by Frank Hicks and Jeff Hakner.
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