text:
[Updated] Starbucks opened today on Avenue A and St. Mark's Place
This location made the end-of-summer deadline by opening today...
The posted hours are 6 a.m. to 9 p.m. during the week... until 10 p.m. on weekends.
This location features a mural by Brooklyn-based artist Misha Tyutyunik, a custom piece that flows across three walls. According to the Starbucks newsroom, this collaboration was made possible via the East Village-based Citizens for the Arts.
[Image via Starbucks]
As previously reported, this wasn't a case where business was off and Nino's, the previous tenant, had to close. The pizzeria had to close on Oct. 21, 2015, due to a gas leak in the building. On Nov. 17, Nino's received an eviction notice. Owner Nino Camaj had said that the gas was shut off in the building without any notice to him.
In late November 2015, Camaj's lawyers were reportedly in discussion with landlord Citi Urban Management to dispute the rent charged for the month during which they weren't open due to the gas leak. Camaj still had 10 years left on his lease, and had been in court with the landlords.
He accepted a buyout in February 2016, after having been closed for nearly five months. Camaj told DNAinfo that he could no longer afford the $14,500 monthly rent. (Not to mention court expenses.) Camaj said that the rent for the corner space was $3,500 when he first opened in 1989. Starbucks is reportedly paying upwards of $40,000 a month for the space.
Updated 7:30
Today was apparently a soft opening with an early closing. An EVG reader stopped by early this evening to find it closed until tomorrow.
Previously on EV Grieve:
Starbucks confirmed for Avenue A
At the 'Not Another Starbucks Rally'
Posted by Grieve at 4:36 PM
Labels: 145 Avenue A, Nino's, Starbucks
Never setting foot in this location. And casting the evil eye to those inside.
It's awful that the Misha Tyutyunik and Citizens for the Arts would create a mural for this Starbucks given that the previous tenant was clearly forced out. I will not be supporting this artist or this organization in the future. I would love to hear what both have to say for themselves.
JQ LLC said...
Follow the money in Citizens for the arts, all these non-profits do is profit. Same with the more shady Public Art Fund.
As for this Starbucks, I have never seen such a foreboding storefront. Those columns and the black doors look like as if it was a cafe inside a gulag.
Hell, I always shoot the disdainful stink eye when I pass any of these Starbucks as well as all these pretentious LLC open air bars and sidewalk hogging al fresco restaurants. I'm looking at one right now...
chris flash said...
$40,000 rent per month means that they must take in $1,333 a day, not including overhead like salaries, utilities, insurance or coffee, just to cover rent.
A deep-pocketed corporate interloper can sustain such an extreme operating expense for only so long if NO ONE patronizes them.
BOYCOTT THE BASTARDS and they will have to LEAVE!!
Umm the past tenant was not forced out. They got a 6 figure check to break there lease and leave early. I don't know what all the huff is about. Glad the corner is not empty and the crusties will be pushed away. Starbucks is not he devil. They have great benefits for their employees like tuition reimbursement. Take a breath and be glad it's not another bar.
Go Starbucks! I can't wait to get my next Frappachino there
I am sick and tired of hearing the petulant, negative, and useless comments on this thread. Guess what? Starbucks is here. Get over it. Grow up. Seriously. If you don't want to patronize that location or any other location, don't go. Its simple. But for those of us who happen to like it, let us enjoy it.
Breathe. It will be all right. The world won't stop turning. And yes, thank you 7:39; they weren't thrown out. I know they did receive a healthy sum of money because I have a contact with the former pizzeria, who helped them happily exit with their pockets full of cash. No one was in misery. And guess what, I know of someone who is employed at Starbucks. They have tuition reimbursement, insurance, vacation, discounts, and tips atop their salaries. I say yes to Starbucks. Beats having another Bro bar. Best of luck to this location. Will stop in soon!
BagelGuy said...
I am going to single handedly put this place out of business. I have things in store for these guys that they can't imagine. Anything they can do Mom and Pops can do a whole lot better. They're about to get schooled.
7:39 & 7:54 - dumb & dumber
sophocles said...
Starbucks gets credit for being at the front of the coffee revolution in this country. Who knew that people would pay twice as much for a better cup of coffee if you also gave them a nice place to sit? I'm not a fan, I think years ago they fell behind the coffee curve, but I don't get particularly bothered by them either, except when I'm at Penn Station, and there are long lines of people getting their coffee fix. And I don't like it when they approach me on line to take my order.
They don't franchise Starbucks, and Schultz seems to think according to his now 20-year-old book that their home-grown coffee culture leads to baristas sharing their passion for coffee with the customer. I've never seen a drop of passion-sharing, and for sure the baristas can't make a decent cappuccino by current standards.
They probably have to sell 9k or so of coffee a day to turn a profit on a 40K per month rent, which means 3 drinks or so every minute (assuming an average drink costs over $3)...
Scuba Diva said...
Starbucks is reportedly paying upwards of $40,000 a month for the space.
That says it all. Landlord knew he could send his kids to college a lot easier if $tarbucks was his commercial tenant, so he turned off the gas on Nino. Say no more, say no more.
Giovanni said...
@ScubaDiva. The landlord isn't using the money to send his kids to college. The kids will inheriit enough money so they will never have to work a real job. The landlord is probably using the Starbucks money to send his kids to Bloomingdales, the Bahamas and Band Camp. If there's any change left over, and I'm sure there will be, they can buy thie kids a sense of compassion and kinship with their fellow man. Just kidding, they will probably blow it all on a shopping spree in Paris and an oversized yacht full of coke snorting rappers and Eastern European supermodels, just like everyone else who has too much time and money on their hands. See you at Starbucks!
I do not like Green Eggs and Ham-or Starbucks coffee...
So far the best cup of coffee I have had are at 9th St. Espresso. Blue Stone and Three Chairs also on Avenue A--those Aussies know how to do coffee sooooooo well! when is Seattle -20 years ago--still did not like Starbucks--but if they come out with a Pumpkin Spice Impeach #45 beverage--I might have to go support them...
That's the whole thing about Starbucks: I don't like their coffee at all. It's too french-roasty, and seriously, I can make better, cheaper cold brew at home. Or I can get a refill—bring your own cup—of cold-brew for a dollar at Porto Rico, who has a store just two blocks away from this Starbucks. (Why pay more?)
Vote with your wallet, people; and if I didn't live across the park and if I didn't foresee long bathroom lines for this Starbucks, I'd use their bathroom just out of spite.
Great a hang out for wi fi hogs and the sofa echelon try to get a seat ha ha ha
This location is probably intended as a los- leader. $40K to be hip enough for Tompkins Square Heights. Think of the corporate photos bombing opportunities alone! SBUX in background of photos taken from the Tompkins playground...up and down Ave A and St Marks, etc etc. All the movies shot around here they get free advertising...as sir mix-a-lot put it, Seattle ain't bullshittin'
That gas leak BS is what they used to kick out the lost lamented Stage.
Starbucks and other mega chains aren't just interested in per store profit, they have an overall strategy of growth to maximize stock price etc. This store is an investment in all that.
As long as the city doesn't protect small businesses, competing in this environment is impossible. Owners lawyer up, like The Stage did, but in the end, with legal fees, it isn't practical.
Now aren't we a big shot with a friend in the pizza game?
JJM said...
i don't go to any starbuck's because i dislike the coffee and the vibe. that being said, guess what? we live in a capitalist society where the free markets enables both smart entrepreneurs to start small businesses and succeed AND allows landlords to rent to get market rates on rent. works both ways.
sam_the_man said...
On the plus side the crusties will finally have their own bathroom.
I'm just as tired people telling those against the invasion of corporate chains stores and restaurants on our neighborhood to shut up. If the nation were as passive as you suggest there would be no anti-trump rallies, women's rights rallies, etc.... The EV just lost 3 store fronts which could have been rented to independent businesses. A chance for individuals or families to create a future and possibly wealth. Starbucks sends it's profits back to the mothership and will provide minimum wage to those it employs. Starbucks at this location tells every landlord in the neighborhood that $40,000 rents are possible so do whatever it takes to empty your commercial spaces and wait to hook a big chain company. There are 2 more Starbucks within blocks of this one on 1st Ave. They are well represented already, this one is not needed. I can't speak for anyone but myself but I moved to this neighborhood to escape the sameness and blandness which is most of America, nowadays I'm swimming in it. If anyone gives a shit about where they live please do not step foot in this place, not even to use the bathroom, support independent businesses or lose them forever.
Make your own coffee at home the way you like it. Buy a thermos. Save 1000 bucks a year. Need a bathroom when you are out and about? Use the thermos after you are done. You'll never go to Starbucks again!
All these hysterical snowflakes are just ridiculous. Don't like Starbucks? Don't go in. I don't like Starbucks because their coffee is burned and bitter and I get by just fine. It's just another storefront to pass by.
But there are people who do like their coffee for some unbelievable reason. It's less mind boggling than Domino's pizza, but those confused souls have a right to their shitty coffee, just like Starbucks is free to rent as many stores as they see fit. It's called living in a free society. Look it up someday.
Downtowner said...
I wonder if they'll have a LESHKO Variety in the Starbucks Reserve section?
I am rooting for our neighborhood bagel guy and will do what I can to assist.
Cosmo said...
Ninth Street Espresso is always a positive experience - nice people and good coffee. Southern Cross on 5th Street has the best tasting coffee (IMO) and the vibe in there is great. Porto Rico serves up a top notch cup, but my main reason for going there is the SMELL. OMG! Heaven.
BagelGuy is gonna bring da pain to da 'bucks! Yeah, booooooyeeeeeee.
I think what the Starbucks defenders don't get is that the previous tenant was effectively forced to take a buyout because the landlord did not repair a gas leak that kept him from operating, and the landlord got away with that. Notice the gas leak was repaired once the tenant left, and now it's all safe and sound for Starbucks.
I don't blame Starbucks for swooping in. It easily could have been the Gap or Dunkin' Donuts.
But it isn't acceptable that our city allows landlords to mess with small business owners this way. Imagine if it was your brother or sister's business that got manipulated this way? Would you be okay with this?
It's not fair. No small business owner has a shot in this city anymore.
StarFucks said...
People are also forgetting how Starbucks screwed Mee Noodles out of returning to their original location by swoopping in right before the lease was signed and stealing the space away. Mee was a neighborhood institution, luckily they found a landlord with a heart and got a location a few doors down, but the history of Starbucks is they don't care who gets hurt on their quest for global domination. If Starbucks doesn't respect the community then why should the community respect Starbucks?
If their coffee is, on average, about $3. it's only 400ish coffees a day, 16 hour day, that's 25 an hour, or less than one each 2 mins.
It's more than doable...
Avenue Ecch said...
Nino's was a go-to and an institution, and is sorely missed.
It's a shame that anyone thought it was a good idea to put a Starbucks in this location. So generic, and that's not what this neighborhood's soul is all about.
The gas was not only turned off for Nino's it was turned of for the whole building this whole time .How would you like to live in a building with no gas for 18 months.It is harrasement and thankfully the new Tenants bills were signed Thur so no tenants have to deal with shady landlords like this who get also a tax incentive to lease these storefronts empty.....Shop small before all the small businesses are gone ..
Hear hear!!!
10:11am has the right idea.
Buy a coffee maker, a thermos, and a mug to make, transport, and have your own coffee.
Buy a reusuable coffee filter, a stainless steel stirrer, and a sugar tin, and don't use milk or sugar packets, too, for zero carbon imprint : )
7:39 PM - actually they are providing a convenient bathroom for the crusties in the park. well, at least they will be providing something of value to the community...
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text:
2 Camelopardalis is a triple star system in the northern circumpolar constellation of Camelopardalis, next to the southern constellation border with Perseus. It is dimly visible to the naked eye with a combined apparent visual magnitude of 5.36. The system is located at a distance of about  from the Sun, based on its parallax. It is drifting further away with a radial velocity of +20 km/s.

The primary member of 2 Camelopardalis, designated component A, is an A-type main-sequence star with a spectral type of A8V. It has an apparent magnitude of 5.86, and has a secondary with an apparent magnitude of 7.35, designated component B. The two orbit each other on a very eccentric orbit with a period of 26.34 years. Further out, there is an eight-magnitude companion (designated component C), orbiting once every few hundred years. As the third star was previously thought to be relatively massive for its luminosity, it was suspected of being a binary star itself, but the current estimate of component C's magnitude as a single star matches its absolute magnitude.

References

A-type main-sequence stars
Triple star systems
Camelopardalis (constellation)
Durchmusterung objects
Camelopardalis, 02
029316
021730
1466

redpajama_set_name: RedPajamaWikipedia


text:
Since 2003, Michael Bay's production company Platinum Dunes has made seven films. Of those seven, five have been remakes of some of the most classic horror films ever made, ranging from The Texas Chainsaw Massacre to The Hitcher, the general consensus is typically a question: why did they bother? Now the company has put out their eighth film and sixth remake, this time tackling the legendary Wes Craven film A Nightmare on Elm Street, and, surprise, surprise, it is just as pointless as the others.
Unless you have ignored every bit of horror film history since 1984, you know the plot. Teenagers in the small town of Springwood, Ohio (Rooney Mara, Kyle Gallner, Katie Cassidy and Thomas Dekker) have begun to have the same nightmares about a burned man who wears knives on his fingers (Jackie Earle-Haley). Only these aren't normal dreams; whatever happens to them in the dream world happens in real life and it appears that the mysterious man wants to kill them one by one. Desperately trying to stay awake and fighting their body's natural needs, the teens must find a way to stop him before he kills them all.
Having previously earned an Oscar nomination for his role as a child molester in Little Children, Earle Haley played the legendary horror creation with an extra dose of creepy, no longer the jokester that he turned into in the sequels, but, at the same time, doesn't divert greatly for the source material. What was he really supposed to do with the character that Robert Englund spent the last 26 years creating? He strays too far from the original character and he pisses off the die hard fans or he mimics the performance and gets ridiculed for a lack of originality. This double edged sword must have been taken into consideration prior to accepting the role, so the question remains why he took it. The voice he used, very similar to the one used for Rorschach in Watchmen and works effectively enough, but it could really have been anyone underneath the prothstetics and make-up and it really wouldn't have made a difference.
As inevitably useless this re-hashing was, there was one thing that director Samuel Bayer could have done to give the idea a basis in reason, and that would be using updated technology to enhance both the dream world and Freddy Krueger's abilities within it. Did they at least accomplish this small task? Not even remotely. The closest they get to warping reality is having condensation run up the side of a glass instead of down and Krueger can teleport, but not much more. Even scenes taken directly from the original, such as the classic "throwing around the room" scene and Freddy pressing through the wall above Nancy's bed looked the same if not better in the 1984 film.
One credit that I will give the film is, just like the original, it toys with the audience's understanding of what is real and what is in Freddy's control, but it is done so formulaically that by late in the film, no matter how normal everything looks, you know that someone has drifted off to la-la land. From the very first scene it goes: 1) character is acting normal in a normal environment, 2) character begins to explore presumed normal environment, 3) character begins to slowly notice something is off, 4) Freddy shows up and shows off his claws, 4) character is startled awake. It's as though Bayer didn't have the attention span to let things build and the longest interaction with Krueger in the first half of the film couldn't be more than 10 seconds. That's not how you treat one of the greatest villains of all time.
The reality is that there is nothing here for anyone that has seen (and not even necessarily liked) Wes Craven's masterpiece. Bayer tries to placate these people by remaking scenes shot-for-shot, but, as we learned with Gus Van Sant's Psycho, this can be just as much an insult as the concept of remaking it in the first place. Helping create the slasher genre back in the 80s and still holding up in both scares and quality today, Wes Craven's film is a quintessential horror classic. This remake is simply worthless.
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text:
Posted inDownturn Diaries
#DownturnDiaries: Alberta's recent graduates left jobless due to downturn
by Zarif Alibhai December 15, 2015 September 4, 2020
Geologist works for $11.80 an hour after being laid off from the patch
Derek Thornton is one of thousands of Albertans who trained for jobs in the oil and gas industry only find themselves caught up in a severe economic downturn.
"I am a geologist. I went to the University of Calgary and graduated in 2013 in petroleum geology," said Thornton. "I worked downtown once I graduated from university for an entire year until my company was about to collapse."
Thornton was an employee at Shoreline Energy Corporation when he was laid off.
"The takeaway that if I could have done everything differently if I wanted a job at the end of this, the best thing I could have done, is gone to trade school where you have a 90% hiring rate," said Thornton.
Now 28, Thornton works at a Sobeys liquor store making just above minimum wage. He said he thought he had chosen a profession that would pay well even with the boom and bust cycles in oil and gas.
"I had an open relationship with my boss. It was an open window and when things really hit the fan he approached me to say, 'Derek, you should look for another job because you won't have a position here very soon.'"
Former geologist Derek Thornton is working at a Sobeys liquor store after being laid-off from the oil and gas industry. Photo by Zarif Alibhai.
"It was a little depressing, to be honest. At that point in time I was quite a positive person. I thought that I could still make it out there. It's been really tough otherwise and it seemed to have been beaten down again and again."
Thornton hopes the downturn won't last much longer, while others working in the oil and gas industry have experienced this before.
Boom and bust cycle
Todd Hirsch, chief economist at ATB Financial, said the economy will continue to challenge Albertans for the foreseeable future.
"It is going to be a challenging winter. It's going to be the worst downturn that we have seen in many years," said Hirsch, "Oil prices are around 40, 45 dollars a barrel. This is too low for producers in this province to do well. We're going to see perhaps two, three years of low oil prices. It's going to be a tough year in 2015,2016 for the energy patch.
"There are going to be more layoffs as companies try to get their cost down."
Total number of layoffs
According to Markus Ermisch, media relations advisor at the Canadian Association of Petroleum Producers, most of the layoffs have been in Alberta.
"There are 36,000 people who have been laid off in oil and gas (and) other industries across the nation and the vast majority of this is in Alberta."
The current downturn has affected other university graduates such as Jason Milton, a contract worker. He graduated from the University of Calgary's petroleum land management program in 2014. Milton did contract work at Strategic Oil & Gas LTD. for almost two years.
Now he spends most of his time routinely meeting for coffee with other oil and gas professionals to get employment tips and leads.
"People have told me to give up a long time ago," said Milton. "There have been five oil and gas professionals out of 100 people who have told me to give up. [I buy] dollars worth of coffee, five bucks of coffee. Every time I meet with someone I just ask for one or two more names to keep the ball rolling."
"'Derek, you should look for another job because you won't have a position here very soon.' It was a little depressing, to be honest. At that point in time I was quite a positive person." – Derek Thornton.
These meetings with potential employers give Milton hope that the downturn will turn around, but how long can he wait?
"After I lost my first job, just contracting with Strategic Oil and Gas, I felt that I put all my eggs in one basket and I'm not going to lie to you, I was little bit in the dumps about it, like oh, it's my luck and poor me, I've graduated into these kind of times."
Milton describes how he got laid off, as he expected his contract to be extended.
"My vice president came into my office and extended my contract. I was on the phone with family setting up celebration dinners because I kept my job for another six months."
"It wasn't even two days later when she came back almost in tears into my office and said 'I am sorry to do this to you, kid, but I jumped the gun on it and we just don't have the money for it.' So they had to let me go. I was little bitter at the situation," said Milton.
Jason Milton doesn't want to give up the fight even though he has been laid off. He sends out resumes from his laptop daily. Photo by Zarif Alibhai.
Milton doesn't want to give up the fight even though he has been laid off. Luckily, Milton's land use negotiation skills are also transferable into the real estate industry, he said, and he has been encouraged to explore that option by his girlfriend, who has been a realtor for the past six years.
"It's really hard to explain to my girlfriend why I go downtown all day, every day and don't make any money for it. My girlfriend is a realtor so, I'm taking my business degree and I have partnered up with her."
Milton now works one day a week. He makes a few hundred dollars in land as a contractor, keeping his spirits high while he rides through economic downturn.
Others in the energy field have seen downturns before. Cal Hill, executive vice president of the strategy and regulator division at the Alberta Energy Regulator, witnessed it in the 1980s.
"I think the reality is that the nature of the business it is very cyclical," said Hill. "Not that history will always repeat itself, but we are producing a resource that is a non-renewable resource. It may change as alternatives come on more. For the immediate future the demand is going to be there. At some point in time I think it is clear that prices will go back and the cycle will turn the other way. It's just a question of when."
Hill has been through the downturn in 2009 and said, "My take on the downturn is we have been through downturns in the past this is another one of quite a few."
"I don't think anybody can suggest it's going to take less than another year or two. A year and half will probably be on the optimistic side. So it's going to take some time to turn around."
zalibhai@cjournal.ca
Thumbnail by Zarif Alibhai.
The editor responsible for this article is Kelsey Solway, ksolway@cjournal.ca
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by Zarif Alibhai, Calgary Journal

#DownturnDiaries: Alberta's recent graduates left jobless due to downturn

by Zarif Alibhai, Calgary Journal
December 15, 2015

Geologist works for $11.80 an hour after being laid off from the patch

Derek Thornton is one of thousands of Albertans who trained for jobs in the oil and gas industry only find themselves caught up in a severe economic downturn.

"I am a geologist. I went to the University of Calgary and graduated in 2013 in petroleum geology," said Thornton. "I worked downtown once I graduated from university for an entire year until my company was about to collapse."

Thornton was an employee at Shoreline Energy Corporation when he was laid off.

"The takeaway that if I could have done everything differently if I wanted a job at the end of this, the best thing I could have done, is gone to trade school where you have a 90% hiring rate," said Thornton.

Now 28, Thornton works at a Sobeys liquor store making just above minimum wage. He said he thought he had chosen a profession that would pay well even with the boom and bust cycles in oil and gas.

"I had an open relationship with my boss. It was an open window and when things really hit the fan he approached me to say, 'Derek, you should look for another job because you won't have a position here very soon.'"

Former geologist Derek Thornton is working at a Sobeys liquor store after being laid-off from the oil and gas industry. Photo by Zarif Alibhai.

"It was a little depressing, to be honest. At that point in time I was quite a positive person. I thought that I could still make it out there. It's been really tough otherwise and it seemed to have been beaten down again and again."

Thornton hopes the downturn won't last much longer, while others working in the oil and gas industry have experienced this before.

Boom and bust cycle

Todd Hirsch, chief economist at ATB Financial, said the economy will continue to challenge Albertans for the foreseeable future.

"It is going to be a challenging winter. It's going to be the worst downturn that we have seen in many years," said Hirsch, "Oil prices are around 40, 45 dollars a barrel. This is too low for producers in this province to do well. We're going to see perhaps two, three years of low oil prices. It's going to be a tough year in 2015,2016 for the energy patch.

"There are going to be more layoffs as companies try to get their cost down."

Total number of layoffs

According to Markus Ermisch, media relations advisor at the Canadian Association of Petroleum Producers, most of the layoffs have been in Alberta.

"There are 36,000 people who have been laid off in oil and gas (and) other industries across the nation and the vast majority of this is in Alberta."

Recent graduates

The current downturn has affected other university graduates such as Jason Milton, a contract worker. He graduated from the University of Calgary's petroleum land management program in 2014. Milton did contract work at Strategic Oil & Gas LTD. for almost two years.

Now he spends most of his time routinely meeting for coffee with other oil and gas professionals to get employment tips and leads.

"People have told me to give up a long time ago," said Milton. "There have been five oil and gas professionals out of 100 people who have told me to give up. [I buy] dollars worth of coffee, five bucks of coffee. Every time I meet with someone I just ask for one or two more names to keep the ball rolling."

"'Derek, you should look for another job because you won't have a position here very soon.' It was a little depressing, to be honest. At that point in time I was quite a positive person." – Derek Thornton.

These meetings with potential employers give Milton hope that the downturn will turn around, but how long can he wait?

"After I lost my first job, just contracting with Strategic Oil and Gas, I felt that I put all my eggs in one basket and I'm not going to lie to you, I was little bit in the dumps about it, like oh, it's my luck and poor me, I've graduated into these kind of times."

Milton describes how he got laid off, as he expected his contract to be extended.

"My vice president came into my office and extended my contract. I was on the phone with family setting up celebration dinners because I kept my job for another six months."

"It wasn't even two days later when she came back almost in tears into my office and said 'I am sorry to do this to you, kid, but I jumped the gun on it and we just don't have the money for it.' So they had to let me go. I was little bitter at the situation," said Milton.

Jason Milton doesn't want to give up the fight even though he has been laid off. He sends out resumes from his laptop daily. Photo by Zarif Alibhai.

Never give up

Milton doesn't want to give up the fight even though he has been laid off. Luckily, Milton's land use negotiation skills are also transferable into the real estate industry, he said, and he has been encouraged to explore that option by his girlfriend, who has been a realtor for the past six years.

"It's really hard to explain to my girlfriend why I go downtown all day, every day and don't make any money for it. My girlfriend is a realtor so, I'm taking my business degree and I have partnered up with her."

Milton now works one day a week. He makes a few hundred dollars in land as a contractor, keeping his spirits high while he rides through economic downturn.

Others in the energy field have seen downturns before. Cal Hill, executive vice president of the strategy and regulator division at the Alberta Energy Regulator, witnessed it in the 1980s.

"I think the reality is that the nature of the business it is very cyclical," said Hill. "Not that history will always repeat itself, but we are producing a resource that is a non-renewable resource. It may change as alternatives come on more. For the immediate future the demand is going to be there. At some point in time I think it is clear that prices will go back and the cycle will turn the other way. It's just a question of when."

Hill has been through the downturn in 2009 and said, "My take on the downturn is we have been through downturns in the past this is another one of quite a few."

"I don't think anybody can suggest it's going to take less than another year or two. A year and half will probably be on the optimistic side. So it's going to take some time to turn around."

zalibhai@cjournal.ca

Thumbnail by Zarif Alibhai.

The editor responsible for this article is Kelsey Solway, ksolway@cjournal.ca

This article first appeared on Calgary Journal and is republished here under a Creative Commons license.


Yes, that's right. That's a capital E right there.
This is one of those BOLO's (Be On the LookOut for) I never thought I'd see. It's just on that list that I keep in the back of my mind. Major thrift scores that maybe I'll find someday.
Vintage Levi's with the Big E on the red tab were on that list. It's what would make me dive into the closet at estate sales in the boonies…("maybe, just maybe this guy never threw away his jeans…."). When I remembered at Goodwill, I'd check the back pocket of every Levi's Jeans I came across. Most of the time it seemed too impossible.
Then came this past Monday. Due to a renewed interest in selling jeans (mostly on Hubby's part) (I know, I know…so much for narrowing down my niches), Hubs was looking through the Men's jeans in a Goodwill we haven't hit in months.
I was strolling the aisles, happy with my Denby Pottery cups and saucers and a couple Starbucks mugs priced at a reasonable .69 each.
Hubby brought the cart up to me and said, "tell me what you think of these" and then walked away. I looked at the Levis. Ok. Button Fly. Ok. 501s, Ok…Price tag- 29.99!!! So I flipped them over and there it was.
But I had no idea if they were genuine.
One of the first pieces of information I found was that a single digit on the back of the top button on the fly means an older pair of jeans. 3 and 4 digits are on newer jeans. Fakes will have either nothing or '501' stamped on there.
A nice, single digit '2'.
A few other things checked out so I told Hubby we were gonna go for it. Fortunately our Goodwill has a 7 day return policy, so I could always bring them back if other things didn't check out.
I was pretty calm for awhile. I did some research later that night and consulted some other people.
I learned that another sign of vintage Levi's are what's called the redline and it's found on the selvedge. This website has a great explanation.
Here's a picture of mine. The redline has really faded so it's hard to see.
The major consensus is that these are the real deal.
I'll let you know how it all turns out!!
Hats off to hubby for the great find! Wow!
Amazing! I knew of the big E's but whowoulda thunk they would be hanging out at a goodwill?!
how do you know if they are true vintage verses a reproduction?
Holy cow they are already up to $404 with five days to go! How exciting.
No joke! I figured estate sale if anything. If they made it to Goodwill they wouldn't last long. But Hubby's theory was that they were JUST put out.
Awww..too bad! Maybe in the future!
I know..it kinda makes me nervous…lol!
Great find! I will enjoy watching the Ebay auction and have my fingers crossed for you.
Curious about the inside tag. Does it say if these were made in the US or off-shore somewhere?
I couldn't believe my jeans were worth so much. From the early 60s I had hand me downs from my older brother and new ones. My grandfather had so many that he just stacked them away n an old trunk. all together I counted 46 pairs of 1930s 40s 50s 60s & early 70s levi jeans. several had this big E. I just thought they were old clothes and almost threw all away.
oh my goodness!! i'd be as shocked as you…aren't you glad you researched?!! Some of those might be museum worthy!
Previous Previous post: I'm Glad to See the End of That Month!


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The need following a homicide is broad and deep. Chicago averaged 538 homicides per year from 2013-2017, with spikes in 2016 and 2017 of 762 and 650. Following a homicide, the victim's surviving family members experience complex emotional and physiological responses to the trauma. In the days and months following a homicide, surviving families are vulnerable to misinformation, confusion, predatory behavior, threats and intimidation, and the risk of re-injury and poly-victimization. They have practical needs that range from crime scene cleanup and funeral costs to child guardianship and personal safety.
The violent and criminal manner of death, poor community-police relations and relatively low clearance rate for homicides in Chicago confound survivor recovery. Most survivor families do not know their rights as crime victims. Furthermore, victim self-isolation, overwhelming fear, grief, poverty and other factors make it very difficult for families to seek services or advocate for themselves, or to participate fully in the criminal justice system. Homicide traumatizes families, who are at risk for reduced parental capacity, parent-child role reversal, substance abuse and caregiver loss. Family members may seek to retaliate; many more are exposed to others' retaliation plans. Seventy-five percent of surviving families have minor children in the home. In Chicago, as elsewhere, children are exposed to violence at three times the rate of adults.
Chicago Survivors wraps care around this most vulnerable population of survivors within hours of the crime. Our services are proactive, trauma-informed, and survivor-shaped. They are delivered in the home over a period of at least six months, with criminal justice advocacy and Community of Survivor events continuing indefinitely. In Illinois, by statute and the State Constitution, the immediate family members of a homicide victim are also victims of the crime. They have crime victims' rights and they are entitled to crime victims' services. Still, in a study of Illinois victims of violent crime, 30% did not know about crime victim services, 58% reported that they did not know where to go to receive services, and 45% assumed they would be deemed ineligible and did not attempt to access services. Chicago Survivors strives to overcome the barriers to service-seeking in order to serve all of the victims of Chicago's homicides.
Recovery is a slow process of learning how to carry one's loss in less destabilizing, healthier and more meaningful ways. Set-backs are common and normal. However, survivors also possess many strengths. Through the resilience and creativity they express through support groups, workshops, memorial and social events, survivors forge new meaning in their lives. Survivors benefit each other immeasurably from peer support with people who have survived similar pain and loss. With encouragement, they even choose to use their experience in prevention; survivors are passionate and authentic anti-violence advocates.


GLENN EDWARD HAMILTON, 32 years old, married, native of Misouri, USA and a resident of Maddarulug Norte, Enrile, Cagayan came in to report because yesterday, he received a letter apparently coming from a certain KA- DIESTRO LABUNGEN, of the Far North Luzon Command, New Peoples Army-Cagayan-Apayao. In the said letter, the sender was asking the herein reporter to provide twenty (20) Armalite rifles with three thousand (3,000) ammunitions and twenty (20) M14 rifles with three thousand (3,000) ammunitions.
The herein reported the matter because it is apparently a threat on his life.
GLENN EDWARD HAMILTON appeared anew to report that on or about 1:00 o'clock just this afternoon, while he and SOL PAGULAYAN were at the Postal Office situated at San Gabriel Village, Tug., Cagayan, he talked with GREG DE LOS REYES who happened to be at the place and inquired from the latter if he was the person who sent the threat letter to him (reporter). In the process, DE LOS REYES flare up and heated altercation ensued between them. He stated that to avoid further trouble, he decided to leave the place but as he and PAGULAYAN were leaving, he overheard DE LOS REYES uttering threatening remarks against him.
This certification is issued this 6th day of December 1999 at Tuguegarao, Cagayan.
NOTE: "No available dry seal".


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From the first time I glanced at Sofia's instagram I knew she was my designer. The process was so organized and flawless. We did our Skype call and I felt like she really tried to connect with me and figure out exactly what I needed. Once we decided to actually move forward my nerves kicked in. I had never let anyone do my website before and having to trust someone to take my vision and create was scary. With in a couple days of the nerves kicking in I received a wonderful gift from Sofia, her personal note to me calmed my nerves so much, shortly after that I received my style board and I knew I had made the right choice. Sofia got to know me, my style, and my heart and then took all of those things and did her magic. The day I finally looked at my website and saw it almost complete I knew she had taken what my soul wanted to say to the world and turned it into my dream website! Sofia is incredible at what she does, amazing to work with, a beautiful soul, and I proud to say a friend.
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Chasing Sanborn (Our 275th Post)
August 30, 2021 September 21, 2021 David Sadowski 13 Comments
This 1953 view looks to the northwest and shows the old Canal Street station on the Metropolitan "L", which was near Union Station. They were connected by a walkway nicknamed "Frustration Walk," since many people would miss their train in the time it took to make the journey. The "L" here closed in 1958 and was demolished soon after. (Jon R. Roma Collection)
This is our 275th Trolley Dodger blog post, so we thought we would make this one extra special for you.
Recently, Jon R. Roma sent us some Sanborn insurance maps that were made in 1906 and 1917, mainly to show sections of the old Garfield Park "L" in greater detail. This was in response to some of our previous posts, where we discussed just where it used to run, before it was replaced by the Congress rapid transit line in 1958.
Learning from history is a process, and as historians, we are continually reaching out to the past, studying the historical record, looking for clues that will inform us today and further our understanding. Photographs, of course, are invaluable, but so are the kind of detailed maps that were made for insurance purposes long ago. They detail pretty much every structure and many of the businesses that once existed.
As an example of what you can learn from these maps, consider the one below showing the layout of old West Side Park, where the Chicago Cubs played through the 1915 season.
A story has gone around in recent years, that supposedly the expression "from out of left field" originated at West Side Park. Cook County Hospital was just north of the park, and the story goes that mental patients there would yell things out during Cubs games, which gave birth to the expression, which has taken on a meaning of something completely unexpected.
Unfortunately, there is no record of "from out of left field" being used in print with this meaning prior to the 1940s, by which time the Cubs had been in Wrigley Field for 25 years. But if you look at the Sanborn map of West Side Park, there was apparently an open area just north of the grandstands, so the hospital would have been some further distance away. I am not sure how much of the field would have been visible from the hospital anyway, so after looking at the map, the story seems unlikely.
What is more likely is how the expression could have evolved just generally from baseball lore. Occasionally, the left fielder will make a throw all the way to home plate during a game. Such a throw, coming "from out of left field," tends to be unexpected, and it may be that over time, it took on this other meaning colloquially.
In addition, we have more electric traction, steam, and diesel photos taken around 1970 by John Engleman, some recent new photo finds of our own, and correspondence with Larry Sakar.
I guess we will always be "chasing Sanborn," and other things like it.
We are very grateful to all our contributors. Sanborn fire insurance maps provided courtesy of the Map Library at the University of Illinois at Urbana-Champaign.
PS- If you enjoy reading these posts, you might consider joining our Trolley Dodger Facebook Group as well. We currently have 429 members.
Sanborn Maps from 1917:
The area covered by this volume.
This includes the Met "L" line heading to Humboldt Park and Logan Square. There was a station at Madison Street, opened in 1895, which is not delineated on this 1917 map. It closed in 1951. This section of "L" has since been rebuilt, and is now part of the CTA Pink Line.
The Met "L" branch leading to Humboldt Park and Logan Square made a bit of a jog near Ogden Avenue, an angle street. This is the section just north of Marshfield Junction.
This section of map shows the Garfield Park "L" and includes the station at Western Avenue, which was open from 1895 to 1953. When Western was widened in the 1930s, the front of the station was removed and a new Art Deco front replaced it. The same thing was done to three other "L" stations on Western. This station closed in September 1953, due to construction of the Congress Expressway, and we have featured pictures of its quick demolition in previous posts.
A close-up of the Western Avenue "L" station. I suppose the area marked "iron" refers to the station canopy.
This map includes a section of the Garfield Park "L".
This map includes a section of the Garfield Park "L", including part of the station at Hoyne Avenue, which was open from 1895 to 1953. The area between Van Buren and Congress is now occupied by the Eisenhower expressway. The CTA Blue Line tracks are in approximately the same location as the former Garfield Park "L", but in the depressed highway.
This map shows part of the Garfield Park "L", including the station at Hoyne Avenue.
This includes the old Garfield Park "L".
This includes the Garfield Park "L", including the station at Ogden Avenue, which was open between 1895 and 1953.
A close-up of the Garfield Park "L" station at Ogden Avenue.
The map shows the section of the Met "L" lines just west of Marshfield Junction, where all the various branch lines came together.
The Met "L" branches ran over a building that housed the Dreamland roller skating rink. When the Congress Expressway was built, a new section of "L" was built running north-south to connect the Douglas Park "L" to the tracks formerly used by the Humboldt Park and Logan Square lines prior to 1951. This became part of a new routing for Douglas that brought its trains to the Loop via the Lake Street "L", where another new connection was built. This is the path that the CTA Pink Line follows today. Douglas trains were connected to the new Congress rapid transit line via a ramp that followed the old Douglas path starting in 1958.
The same location today.
This map shows Marshfield Junction on the Garfield Park "L", where all the Met lines came together.
A close-up of the Marshfield Junction track arrangement and station layout. Notice that the Aurora, Elgin & Chicago (later the CA&E) had its own platform here. This station was in use from 1895 to 1954. From September 1953 to April 1954, it was only used by Douglas Park trains, as Garfield trains were re-routed to ground level tracks here in Van Buren Street.
This map includes the Laflin "L" station on the Garfield Park main line.
The Metropolitan "L" main line included a station at Laflin Avenue, which originally had two island platforms. Between 1896 and 1914, it was reconfigured with three platforms so the tracks did not have to make sharp curves around the ends of the platforms. This station was open from 1895 to 1951. Notice the complex track arrangement west of the station, which gave the Met maximum flexibility for routing their trains going downtown.
The Met "L" main line between Loomis and Laflin.
The Met "L" facilities shown here represent somewhat of a mystery. There is a general repair shop on Laflin, including maintenance of way, and "batteries" on Loomis.
When the Met "L" was built in the 1890s, they had to generate their own electric power, which they did via this massive power plant between Loomis and Throop. This map indicates that by 1917, the facility was co-owned by what is now Commonwealth Edison.
A close-up of the previous map. Note the Met had a "store house" east of the 1894 power plant.
The Met's Throop Street Shops. The Met's "L" station at Racine is also shown.
The Met's Throop Street Shops are at left, and the Racine "L" station at right. Like Laflin and Halsted, it originally had two island platforms, and was reconfigured to the four side platforms you see here, in order to straighten out the tracks. This station was open from 1895 to 1954. It remained in use until Douglas Park "L" trains could be re-routed downtown via the Lake Street "L".
The Met Main Line. From 1953-58, when the Garfield Park "L" ran on temporary trackage in part of Van Buren Street, it reconnected with the existing structure via a ramp near Aberdeen. The tracks you see here would have been at the very north end of the expressway footprint.
This section of the Met Main Line was not directly in the way of the Congress Expressway, although it was reduced from four tracks to two during the construction period. The two tracks to the south were removed. The "L" was very close to the highway at this point, though.
The Met Main Line. From 1953-58, the Garfield Park "L" ran on ground-level trackage in Van Buren Street. Douglas Park trains used the old Met structure until April 1954.
The Met Main Line had four tracks in this area, which were reduced down to two during the period from 1953-58. The Halsted "L" station was open from 1895 to 1958, when the new Congress rapid transit line opened in the adjacent expressway median. Many great photos were taken from the east end of the Halsted station, where you had a great view of a double curve.
Like Racine and Laflin, the Met's Halsted "L" station originally had two island platforms, which meant there were sharp curves in the track at the ends of those platforms. This slowed down operations, so over a period of time leading up to 1914, those three stations were reconfigured. Halsted then had three platforms and the tracks were straightened. During the construction of the adjacent Congress Expressway in the mid-1950s, the two tracks to the south here were removed along with one of the three platforms. It was that close to the highway. However, the station itself remained in use by Garfield trains until the Congress line opened in 1958.
This map shows the Met's Douglas Park branch heading south, and includes the Polk Street "L" station.
The Polk Street "L" station on the Douglas Park branch opened in 1896 and remains in use today by the CTA Pink Line. It was rebuilt in 1983.
This is the second West Side Park, home of the Chicago National League Ballclub from 1893 through 1915. They were not officially called the Cubs until the 1907 season. Starting in 1916, the Cubs vacated West Side Park in favor of what had been Weegham Park, which had been home to the Chicago Whales of the short-lived Federal League, now known as Wrigley Field. West Side Park was torn down in 1920. Home plate was located at the northwest corner, and it was 560 feet to center field, where there was a club house, somewhat in the manner of New York's Polo Grounds and other early stadiums. Oftentimes, in those years, if there was a large crowd, fans stood in part of the outfield, as there were no seats there.
The Met's Douglas Park "L" ran through this area, and is now the CTA Pink Line.
The Met's Douglas Park "L" branch and the Roosevelt Road (formerly 12th Street) station.
The Roosevelt Road (formerly 12th Street) "L" station on the Metropolitan's Douglas Park branch opened in 1896 and closed in 1952. In December 1951, the CTA turned it into a "partial service" station, where there was no ticket agent. You could enter the station by placing a token into a turnstyle. This experiment was short-lived, and the station was closed in May 1952.
This shows the Douglas Park "L", today's CTA Pink Line.
A key to the areas covered by this 1906 set of maps.
This map shows the Halsted station on the Lake Street "L". It was open from 1893 until 1994. It closed during the two-year rehabilitation project for what is now the CTA Green Line and was eventually replaced by a new station at Morgan Street, which opened in 2012.
A close-up of the Halsted "L" station on the Lake Street line.
The Lake Street "L".
The Lake Street "L" station at Canal. The "L" crosses the Chicago River here, and in 1906, there was a swing bridge which was eventually replaced. Swing bridges were a hazard to navigation.
The Canal Street "L" station on the Lake Street line opened in 1893 and was replaced by the Clinton station one block west in 1909.
The Lake Street "L" station at Canal.
North is to the left on this map, which shows a curve on the old Metropolitan "L" main line west of the Chicago River. This was part of a double curve east of Halsted Street.
The Met "L" Main Line.
The Met "L" Main Line near Clinton Street. Chicago renumbered many streets after this map was made in 1906. In 1911, the Chicago, Burlington and Quincy railroad built its headquarters at 547 W. Jackson, just to the north of the "L". While the "L" here closed in 1958 and was removed soon after, that building remains and its shape was partially determined by the "L". Note the Chicago Union Traction cable power house.
The Met "L" station at Canal Street. A new Union Station was built nearby and opened in 1925. The "L" station had a direct enclosed walkway to it, which was used by thousands of people each day.
The Met "L" station at Canal Street opened in 1895 and was rebuilt after a fire in 1922. The platform configuration remained the same, but a new headhouse was built, designed by Arthur U. Gerber. This station closed in 1958 when the new Congress rapid transit line opened nearby, which connected to the Milwaukee-Dearborn-Congress Subway.
The Met "L" crossed the tracks leading to Union Station at an angle, and also crossed the Chicago River this way.
North is to the left on this map, which shows the Met "L" curving a bit towards the north, just east of the Halsted station. Once the buildings surrounding the "L" were cleared away in the early 1950s, for construction of what is now the Kennedy Expressway, this became a favorite site for photographers looking to the east from the "L" station.
Recent Finds
For a minute, I thought this might be Chicago, but apparently not. There was a streetcar #6093 in Chicago, but not until 1914 and the beginnings of the CSL era. That's not a CSL logo on the side of the car. And Route 9 here was Ashland, not something going to Exchange Depot, whatever that was. It might possibly be Philadelphia, as they had cars like these in a 6000-series (later converted to Peter Witts with the addition of a center door), and they were an early adopter of numbered routes. But there is also a strange logo on the side of the car that I do not recognize. Frank Hicks: "This is International Railway Company in Buffalo. It's part of a series of 200 Nearside cars built for them by Kuhlman in 1912, a follow-on to their original order for Nearside cars from Brill in 1911."
A close-up of the unusual logo on the side of the car.
An eastbound single-car Douglas Park train passes by the old Met "L" powerhouse and shops at Throop Street, built in 1894. William C. Hoffman took this picture on October 29, 1950. Work was already underway clearing buildings for construction of the Congress Expressway, today's I-290 (aka the Eisenhower). The discoloration of the brick was caused by some sort of chemical leaching process.
A close-up of the previous picture, showing the 1894 construction date for the massive Met power house. The "L" opened the following year. The blue line through the date is actually a scratch on the original slide.
The view looking northwest from Congress and Racine on May 14, 1950, showing the old Met "L" power house, the Throop Street Shops, and a bit of the Racine station. (William C. Hoffman Photo)
The old Marshfield "L" station, or at least, the CA&E platform at that station, circa 1951. The red Pullman streetcar is running on Route 9 – Ashland, but here, is on Paulina one block west of Ashland. Streetcars could not run on boulevards, and Ashland was a boulevard between Lake Street and Roosevelt Road. Hence the diversion. A sign advertises the late Carol Channing in the stage version of Gentlemen Prefer Blondes. The curving tracks are for the Douglas Park branch. This is where all the various Met "L"s diverged from each other, heading to the west, south, and north from here.
This duplicate slide did not come with any information, but I am wondering if this was taken from the old Met "L" looking to the north, which would mean the streetcar is on Van Buren. The Van Buren line was converted to bus in 1951 and the Garfield Park "L" was re-routed via temporary ground level tracks on Van Buren starting in 1953. Since the buildings around the "L" have been cleared away, that is further evidence that this is the Congress Expressway construction area. Michael Franklin has identified now this as Van Buren and Marshfield.
CTA 6025-6026 is ascending the ramp that brings the Ravenswood "L" up from ground level between Rockwell and Western Avenue. The date is September 30, 1951.
This picture looks north towards Tower 18 on the Loop "L" at Lake and Wells. Since a Douglas Park train is making a turn here, it must have been taken between 1954 and 1958, when that line ran downtown via the Lake Street "L". As the Loop was uni-directional then, running counterclockwise, the train is coming towards us.
This is the Deerpath Avenue station on the North Shore Line's Skokie Valley Route.
This is Glencoe on the North Shore Line's Shore Line Route. The circular white sign would indicate this was a Central Electric Railfans' Association fantrip, possibly just prior to the 1955 abandonment.
This is the Franklin Avenue station on the NYCTA-BMT Myrtle Avenue elevated in Brooklyn on June 14, 1958, with trolley bus 3039 running on Route 48 – Lorimer Street. Trolley buses were replaced by diesels in 1960, and the Myrtle Avenue El was closed on October 4, 1969. It was the last place on the New York system that used wooden cars. this was nearly 12 years after they were last used in Chicago. The El here opened in 1885, but the station you see here is not the original, but a more modern (and cheaply built) replacement. NY decided that upgrading this El would be too costly, so they got rid of it without replacement. Note the cool 1950s two-toned cars.
This is a view of the same location today. The building at left replaced the one shown in the 1958 picture some time after 2013. The other three buildings appear to be the same, with modifications.
The first photo shows the length of the ramp that connected the Lake Street "L" to the ground level portion west of Laramie. The cross street is Long Avenue (5400 W.), which means the incline ramp was exactly two blocks long. A current view of the same location follows. Streetcars ran on Lake Street until May 30, 1954 when they were replaced by buses. For a few blocks, they ran parallel to the ground level "L", which was also powered by overhead wire. We are looking east.
The Racine "L" station on the Englewood branch on January 10, 1956.
This picture was taken on January 10, 1956, and shows the ground-level portion of the Lake Street "L" in Oak Park, just east of the Marion Street station. It was relocated to the Chicago & North Western embankment in 1962.
This would seem to be a view of the Quincy and Wells "L" station on the Loop on January 10,l 1956, looking north.
This is a view of the North Shore Line's Harrison Street Shops in Milwaukee in the late 1950s, taken from an early Ektachrome slide that has unfortunately shifted to red. I did what I could to improve the color. Not sure which express motor car that is.
A colorized view of the old Loop "L" station at State and Van Buren, sometime prior to the end of cable car service in 1906, looking north. There is a picture of this station in 1959 in my book Chicago's Lost "L"s. It closed in 1973 and by 1975 nearly all of it had been removed, except for a short segment of the platform. A new station opened here in 1997 to serve the new Harold Washington Library.
This view, looking north from the old Loop "L" station at State and Van Buren, dates to between 1952 and 1955. That seems to be prewar PCC 4051, painted in the new CTA colors, heading north. From 1955-56, the prewar cars ran on Western Avenue, but in this time frame, they were used on Route 4 – Cottage Grove.
Another slide I did not win… this one has a real small town feel. Johnstown Traction Electric Streetcar #356 Original Kodachrome Slide Processed by Kodak Oakhurst, Pennsylvania 27 July 1958 Photographer Credit: William D. Volkmer Bob Bresse-Rodenkirk adds: "356 is now at the Shore Line Trolley Museum in East Haven, CT along with Johnstown 357."
Here is a slide I did not win. It shows two interurban cars on the Iowa Terminal in August 1967. Waterloo & Cedar Falls Northern 100 had just been restored, but unfortunately was destroyed in a fire a few months later. The fate of the North Shore Line box express motor car is less clear. The number seems to be 31, which was also destroyed in the same fire.
The Ravenswood terminal at Kimball and Lawrence in the mid-1950s. The occasion was probably a Sunday fantrip on wooden "L" cars. Since the Ravenswood only ran to Armitage on Sundays in those days (that was changed to Belmont after the North Shore Line quit), there were lots of opportunities to have leisurely photo stops, without interfering with regular service trains. There was also a much more lax attitude back then about having people near the 600 volt third rail.
Photos by John Engleman, Circa 1970
Work car M-454 in Pittsburgh. After it was taken out of regular service in the mid-1950s, it operated as a utility car for Pittsburgh Railways and was also used on some late 1960s fantrips. By 1973 it was sitting derelict on a siding and in sad shape, with its windows smashed, so I assume it has not survived. John Engleman: "The orange car is Pittsburgh Railways M454 on a fantrip somewhere on Pittsburgh's North Side." Larry Lovejoy adds: "Work car M454 on a fantrip in Pittsburgh in the early-1960s, inbound at the corner of California Avenue and Brighton Place. After it was taken out of regular passenger service in 1940, "highfloor" car 4115 it was converted into snowplow M454 by Pittsburgh Railways and was routinely used on fantrips during the 1960s. In derelict condition by the early 1970s, it was acquired by Pennsylvania Trolley Museum and scrapped for parts. M454 is survived by sister cars 4145 (nee snowplow M459) and tow-car M200 (nee snowplow M458, nee passenger car 4140), both in PTM's collection."
John Engleman: "The GG1 photos, judging by the time of day, are pulling the southbound Silver Star out of Baltimore's Pennsylvania Station passing B&P Tower on its' way to Washington. I was an operator at this tower (my favorite one) thus these are non-trespassing photos. I transferred to the B&O in May, 1971, so the GG1s at B&P Jct. were taken prior to that, sometime in 1970. Unfortunately no vegetation around to denote the season though."
John Engleman: "The Metroliner is southbound at Middle River, Maryland, just east of Baltimore."
John Engleman: "The single unit diesel and coach is all that was left of the Northern Central service at the time. It was a Washington-Harrisburg coach that reversed direction and changed locomotives in Baltimore, connecting to NY-Chicago and St. Louis trains at Harrisburg. We called it The Afternoon Ridiculous."
John Engleman: "The 759 photos (without train) were taken in the Western Maryland Ry.'s Port Covington yard, currently being totally gentrified at the present time."
John Engleman: "The Nickel Plate 759 photos (with train) were taken at Westport, an inner south Baltimore suburb. The MTA light rail line currently operates crossways where I was standing. The power station is BG&E's Spring Garden substation. Looking forward along the train in the direction it is going one can see the Spring Garden Street trestle bridge, still in place but fire damaged and abandoned. The B&O South Baltimore Branch crosses the WM Ry. at grade looking in the direction the train (obviously a fantrip) is coming from. "
This photo is from one of the annual New Years Eve fantrips that used to take place on the Philadelphia streetcar system. John Engleman: "The SEPTA car is at Richmond & Westmoreland loop of the 15 & 60 lines."
John Engleman: "The Baltimore Streetcar Museum photos appear to be taken on BSM's opening day judging by the location of the streetcars. This was the first "end of the line". The bus is Baltimore Transit 1096, the very first GM branded transit bus built (in 1945) and it is now in the BSM collection, although very unappreciated, and currently in quite unprotected storage pending a major amount of work eventually. The two gentlemen in the picture inside BSM's carhouse are John Thomsen (L) and Henry Wells (R). This photo shows BSM's first gift shop."
Recent Correspondence
Larry Sakar writes:
I just found a great "Then and Now" of the The Milwaukee Electric Rapid Transit line at 35th St. The "Then" photo was taken by Don Ross (Don's Depot) whom I know you know as do I and the "Now" photo was taken by me having not seen his. The "Then" picture shows a two-car train of 1100's accelerating away from the 35th St. stop and going under the viaduct. That beam in Don's photo is probably one of the railings from the steps that lead from the viaduct to the station down below. The steps are long gone but the abandoned right of way is still there.
When I first began photographing the abandoned r.o.w. ln Milwaukee in 1968 I thought it would be "cool" to snap a picture or two showing where the Rapid Transit line went beneath the 35th St. viaduct, so I took a chance and found a way to get down there. I made sure there were no WEPCO employees anywhere in the vicinity.
Don Ross worked for the Railway Express Agency, after working as a towerman for both the Milwaukee Road and the Chicago & North Western. When he worked for the C&NW, one of the towers he worked was Chase Avenue, situated within sight of Harrison St, shops. He said that when he worked a night shift he would see the sparks from the poles of the NSL interurbans. He also founded the National Railway Historical Society's Milwaukee chapter.
Keep those cards and letters coming in, folks!
The Trolley Dodger On the Air
I recently appeared on the Dave Plier Show on WGN radio, to discuss Chicago's Lost "L"s. You can hear that discussion here.
Our Latest Book, Now Available:
Chicago's Lost "L"s
Chicago's system of elevated railways, known locally as the "L," has run continuously since 1892 and, like the city, has never stood still. It helped neighborhoods grow, brought their increasingly diverse populations together, and gave the famous Loop its name. But today's system has changed radically over the years. Chicago's Lost "L"s tells the story of former lines such as Garfield Park, Humboldt Park, Kenwood, Stockyards, Normal Park, Westchester, and Niles Center. It was once possible to take high-speed trains on the L directly to Aurora, Elgin, and Milwaukee, Wisconsin. The L started out as four different companies, two starting out using steam engines instead of electricity. Eventually, all four came together via the Union Loop. The L is more than a way of getting around. Its trains are a place where people meet and interact. Some say the best way to experience the city is via the L, with its second-story view. Chicago's Lost "L"s is virtually a "secret history" of Chicago, and this is your ticket. David Sadowski grew up riding the L all over the city. He is the author of Chicago Trolleys and Building Chicago's Subways and runs the online Trolley Dodger blog.
The Images of America series celebrates the history of neighborhoods, towns, and cities across the country. Using archival photographs, each title presents the distinctive stories from the past that shape the character of the community today. Arcadia is proud to play a part in the preservation of local heritage, making history available to all.
Title Chicago's Lost "L"s
Images of America
Author David Sadowski
Publisher Arcadia Publishing (SC), 2021
01. The South Side "L"
02. The Lake Street "L"
03. The Metropolitan "L"
04. The Northwestern "L"
05. The Union Loop
06. Lost Equipment
07. Lost Interurbans
08. Lost Terminals
09. Lost… and Found
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NEW DVD:
A Tribute to the North Shore Line
To commemorate the 50th anniversary of the demise of the fabled North Shore Line interurban in January 2013, Jeffrey L. Wien and Bradley Criss made a very thorough and professional video presentation, covering the entire route between Chicago and Milwaukee and then some. Sadly, both men are gone now, but their work remains, making this video a tribute to them, as much as it is a tribute to the Chicago North Shore & Milwaukee.
Jeff drew on his own vast collections of movie films, both his own and others such as the late William C. Hoffman, wrote and gave the narration. Bradley acted as video editor, and added authentic sound effects from archival recordings of the North Shore Line.
It was always Jeff's intention to make this video available to the public, but unfortunately, this did not happen in his lifetime. Now, as the caretakers of Jeff's railfan legacy, we are proud to offer this excellent two-hour program to you for the first time. The result is a fitting tribute to what Jeff called his "Perpetual Adoration," which was the name of a stop on the interurban.
Jeff was a wholehearted supporter of our activities, and the proceeds from the sale of this disc will help defray some of the expenses of keeping the Trolley Dodger web site going.
Total time – 121:22
# of Discs – 1
Price: $19.99 (Includes shipping within the United States)
In order to continue giving you the kinds of historic railroad images that you have come to expect from The Trolley Dodger, we need your help and support. It costs money to maintain this website, and to do the sort of historic research that is our specialty.
Your financial contributions help make this web site better, and are greatly appreciated.
A Tribute to Jeffrey L. Wien
January 10, 2021 February 14, 2021 David Sadowski 3 Comments
In 2016, Jeff Wien hired Rick Foss to add realistic color to what had been a black-and-white image, a rare shot of a PCC streetcar passing the entrance of Riverview Amusement Park on Western just north of Belmont in 1956. The results were spectacular. (Wien-Criss Archive)
Our Annual Fundraiser
We thank our readers for making 2020 our most successful yet, with 133,246 page views, surpassing our previous record of 2016, and a 30% increase over the previous year. Each January, we ask our readers to help defray the expenses involved with file storage, web hosting, domain registration and other overhead, the "nuts and bolts" things that make this blog possible. As of this writing, we have only raised $55 of this year's $500 goal. If you enjoy what you see here, and would like it to continue, please consider making a donation by clicking on this link, or the one at the top or bottom of this post.
We thank you in advance for your time, consideration, and your generous support.
Like many, I was recently shocked and saddened to hear that longtime Chicago railfan Jeffrey L. Wien had died at the age of 79. I had known Jeff for more than 40 years. While I mourn his passing, this post celebrates his lifelong interest in electric railways, which was so important to him.
Some time ago, he had asked me to compose his obituary, and this is what I came up with:
Jeffrey Lawrence Wien of Chicago died from a heart attack at Rush University Medical Center on January 6, 2021 at the age of 79. He had been hospitalized for about ten days suffering from pneumonia. Jeff was born in Chicago on April 3, 1941, the son of Jerome Lester Wien and Helen Louise Kraus. He grew up on the south side of Chicago near 47th Street until 1950, when the family moved to Evanston. He was a graduate of Evanston Township High School (class of 1959) and Northwestern University (class of 1963). He served his country as a Lieutenant in Naval Intelligence from 1963 to 1967. By profession, he was an accountant, and worked for Blue Cross-Blue Shield and at Provident Hospital. He was smart, funny (with an acerbic wit), opinionated, and loyal to his friends. Although he was talented in many areas, he was very modest and never boastful. He did not suffer fools gladly, but if you knew him, he was your friend for life. He loved to travel and was an avid and accomplished photographer and filmmaker, whose work appeared in many publications. His interest in historic preservation, architecture, and nostalgia drew him to street railways, interurbans and railroads. He was a passenger on the last Chicago streetcar in 1958 and was one of the last living employees of the Chicago, North Shore and Milwaukee interurban. He was the author of Chicago Streetcar Memories, a DVD produced by Chicago Transport Memories LLC in 2009. Jeff was a co-author of the very comprehensive book Chicago Streetcar Pictorial: The PCC Car Era, 1936-1958, issued as Bulletin 146 of the Central Electric Railfans' Association in 2015. Jeff was a voting member of the Illinois Railway Museum and a generous contributor to its activities. He was also a director and officer of Central Electric Railfans' Association for 37 years. CERA is a not-for-profit technical and educational association founded in 1938. Along with Bradley Criss, he established the Wien-Criss Archive, an important photographic collection and resource that will continue to aid historical research in the future. Jeff will be very much missed and long remembered by everyone who knew him. He believed that life is the single most important thing, so you must protect it. He was predeceased by his spouse Bradley Scott Criss, and is survived by his sister Helen Jo Wien (Lotsoff), a niece and nephew. Interment is at the Abraham Lincoln National Cemetery in Elwood, Illinois. Donations can be made in Jeff's memory to the Illinois Railway Museum CTA 4391 Restricted Fund.
Jeff became interested in streetcars at an early age. Ray DeGroote recalls answering a letter requesting more information from Jeff in 1955 while volunteering at CERA (Central Electric Railfans' Association). They became lifelong friends, and brought Jeff in touch with what Ray has called the "intelligence network" of railfans, in those pre-Internet days. Jeff participated in his first fantrip in December 1956, one of several that were held in the declining years of Chicago streetcars, as the last lines were replaced by buses one by one.
His family lived at 48th and Woodlawn on Chicago's south side until 1950, when they moved to the north end of Evanston. The closest "L" station was Isabella, a lightly patronized ground-level station that closed in 1973. It was made somewhat famous by being featured in the opening credits of the original Bob Newhart Show in the early 1970s.
Jeff's initial interest was in taking 8mm color motion pictures. One roll would yield about three minutes of silent movie film. He taught himself photography by trial and error. Sometimes, people watching him would ask, incredulously, why he would want to take pictures of a streetcar?
Once Jeff discovered that the Western Avenue line would soon be replaced by buses, he did everything possible to document it, and the other remaining Chicago streetcar lines. Late in life, he could still recall how disappointed he was to discover that Western Avenue streetcars had been replaced by buses in June 1956.
This was followed by the loss of the final two north side lines in 1957 (Broadway and Clark), and finally Wentworth on the south side in 1958. In each case, Jeff rode the last car. By then, he had met other friends his own age who shared the same interest. Together, they decorated the last Chicago streetcar with crepe paper and a sign bidding farewell to Windy City trolleys. (This was no doubt inspired by "last cars" from other cities, some of which commemorated those events by decorating the cars, which the Chicago Transit Authority did not do.)
Until Jeff was 14, interurban trains of the Chicago, North Shore and Milwaukee (aka the North Shore Line) passed near to his house in Evanston on the Shore Line Route. The North Shore Line became another of Jeff's great interests, and he rode the last southbound car on a very cold January 21, 1963 along with his sister, although not to the end of the line at Roosevelt Road. (As the hour was so late, Jeff and Helen Jo got off at Howard Street to take the Evanston shuttle back to Isabella.)
During the summer of 1961, Jeff had a summer job as a ticket-taker for the North Shore Line at the Adams and Wabash station downtown, making him one of the interurban's last living employees. Several years ago, he purchased a rare North Shore Line ticket cabinet from the Dempster Street station on that line. It was one of his prized possessions, and I persuaded him to write an article about it, which you can read here.)
Jeff started shooting color 35mm slides in 1959. His favorite film was Kodachrome, which then had a film speed of 10, meaning it was largely restricted to sunny days. Jeff would say, "I worship the sun," and his favorite type of photo was the "three quarter" view, taken on a sunny day. He became a master at this type of photo. He favored all-mechanical Pentax cameras, as he did not trust batteries. He learned how to expose film by using the tried and true "Sunny f/16" rule.
Many other "last rides" in different cities followed. From 1963 to 1967, Jeff served in the Navy, and was stationed in Washington, DC. He was in Baltimore when their last streetcars ran in 1963, and Los Angeles when they ended both streetcar and trolley bus service the same year. Pittsburgh and Philadelphia were also among Jeff's favorite cities, as they both had extensive streetcar systems that were gradually reduced in size and scope over the years.
It was, for many years, a hobby with many "lasts," but after reaching a low point in the mid-1970s, things began to turn around, with the start of the new San Diego Trolley in 1981. Soon this was joined by a host of other new "firsts," light rail and streetcar lines across the country, and Jeff traveled to many of these places, to ride, photograph, and film them.
Jeff was an avid collector of other people's photos in addition to his own. Ray DeGroote gave him the William C. Hoffman collection, after the latter's death in 1988. Hoffman had extensively documented Chicago's streetcar, interurban, and "L" lines in photographs and in movies during the 1950s, which are now invaluable historical artifacts. These, he freely shared with others.
Jeff was very active in the Central Electric Railfans' Association, a not-for-profit technical and educational group, and served as a director for 37 years. This culminated in the 2015 publication of CERA Bulletin 146, Chicago Streetcar Pictorial: The PCC Car Era, 1936-1958, which I co-authored. For Jeff, this was the fulfillment of a lifelong dream, and the book was well received.
In the book, I wrote a tribute to Jeff, since I really thought of it as being his life's work. I compared him to the late Richard Nickel, one of the pioneers of architectural preservation here in Chicago. Jeff was a pioneer as a transit preservationist. His influence was profound and extensive in his field. It's fine that people will pay tribute to him now that he is gone, but I felt it was just as important to do this while he was still alive and able to read it himself.
Fantrips were one of Jeff's major interests, and the last one he was involved with was on February 19, 2017, when CERA sponsored a trip on the CTA "L" system with four cars wrapped temporarily to celebrate the Cubs winning the 2016 World Series. This was made possible in large part by Jeff's $2000 contribution.
He was also quite active at the Illinois Railway Museum, as one of only 100 voting members, and through his preservation activities. He helped bring Chicago Surface Lines motor coach 3407 to the museum, and in 2019, made a substantial contribution to bring Chicago Aurora & Elgin car 453 to IRM.
Along with his late partner Bradley Criss, Jeff produced two feature-length videos, Chicago Streetcar Memories, and A Tribute to the North Shore Line.
Jeff's final activities were to add slides and negatives to his collection that either interested him, or filled gaps in his collection. Some of these were pictures that he was unable to take himself, and gave him immense pleasure. This included his purchase of a large portion of the late Bob Selle's black-and-white negatives in 2018 and numerous rare Kodachrome slides taken by others, including the late Charles L. Tauscher.
Jeff's was a life well lived, and a blessing to those who knew him. What follows are some highlights from Jeff's life in our hobby. He will be sorely missed.
Here is Jeff at 15, taking part in a fantrip on a red Chicago streetcar on February 10, 1957.
On February 16, 1957, CTA 7201 was the last streetcar to run on Route 36. Here it is seen at Clark and Devon. (Charles H. Thorpe Photo, Wien-Criss Archive)
On February 16, 1957, CTA 7201 was the last streetcar to run on Route 36. Here it is seen at State and Madison. (Charles H. Thorpe Photo, Wien-Criss Archive)
CTA PCC 7201 is heading northbound at Clark and Wells on February 16, 1957, in this photo by Charles H. Thorpe, from the Wien-Criss Archive. It was the last streetcar to operate on the State-Broadway portion of Route 36.
I believe this iconic picture of CTA 7213, leaving Clark and Kinzie on the last Chicago streetcar run in the early morning hours of June 21, 1958, is a CTA photo.
Jeff was amazed a few years ago, when he found out that the late Charles Keevil had shot 16mm film of the last Chicago streetcar in 1958. This was transferred to digital and released by the CTA:
Jeff and his young friends decorated car 7213, no doubt inspired by what other cities had previously done for their last runs:
LVT 912, dressed in bunting at Fairview car barn for the last run of an Allentown streetcar, on June 7 1953.
A mother and her two kids have just gotten off a northbound Evanston train of 4000s at Isabella in January 1972. This station closed on July 16, 1973 and within a short period of time, all traces of it were removed, as it was a short distance from the Linden terminal and had low ridership. That same year, the Evanston branch was converted to third rail operation, and overhead wire was removed.
CTA 9361 is westbound on Irving Park Road, passing under the north-south "L". The tracks it is about to cross belonged to the Milwaukee Road, and were used to interchange freight with the "L" until 1973. (Jeff Wien Photo, Wien-Criss Archive)
CTA 9378 is heading south on Broadway, about to turn west on Montrose (Route 78). (Jeff Wien Photo, Wien-Criss Archive)
CTA 9375 at the east end of the Montrose trolley bus line, near the Wilson Avenue "L" station… about to turn south on Broadway. (Jeff Wien Photo, Wien-Criss Archive)
I believe we may have run a similar picture before. This shows the North Shore Line station adjacent to the CTA "L" station at Adams and Wabash. (William Shapotkin Collection)
Jeff and his sister Helen rode the last southbound North Shore Line train as far as Howard Street. His friend Charles Tauscher continued with it to the end of the line, and snapped this historic picture:
A truly historic photo that probably hasn't seen the light in 57 years. The late Charles L. Tauscher rode the last North Shore Line train ever, which ended its run at Roosevelt Road in the early morning hours of a very cold January 21, 1963. Motorman Bill Livings has just taken off the headlight and poses for a few pictures. This must be a long exposure (this was Ektachrome, and the film speed was 32) and you can see some motion blur on other parts of the platform. Truly the end of an era. (Wien-Criss Archive)
The North Shore Line's Milwaukee Terminal on a wintry night in January 1963. This is a remarkable photo for the time, as it surely involved a long exposure time of at least a few seconds, with the camera held perfectly still on a tripod. Film speeds for color slide film were very slow and those films were designed for use in bright sunlight. (Wien-Criss Archive)
A northbound North Shore Line train stops at Dempster in January 1963, the final month. Just over a year later, after the abandonment, the CTA resumed service between here and Howard as the Skokie Swift. Note the sign at left for a yarn store in the terminal building. (Wien-Criss Archive)
This, and the next three images are from "superslides," meaning film larger than 35mm, but still able to fit in a regular 2×2 slide mount. This was possible with both 127 and 828 film, but it's the latter here, in this shot by W. H. Higginbotham showing an Electroliner at Grange Avenue in Milwaukee County. (Wien-Criss Archive)
NSL 741 creeps south along the old 6th Street viaduct in Milwaukee, next to a 1958 Chevy. (Wien-Criss Archive)
An Electroliner at 6th and Oklahoma in Milwaukee in 1962. (W. N. Higginbotham Photo, Wien-Criss Archive)
An Electroliner at Edison Court in Waukegan on May 26, 1959. (Wien-Criss Archive)
This picture of the CTA Stockyards line was taken in September 1957, shortly before the line was abandoned. There is little in this picture that still exists today, except for the shuttered Stock Yards National Bank Building, at 4146 S. Halsted Street. (Wien-Criss Archive)
A gate car (345) and a Met car are in the process of being scrapped at Skokie Shops in September 1957. (Wien-Criss Archive)
Riverview Park at Western and Roscoe on June 10, 1956. (Wien-Criss Archive)
PCC meets PCC in this famous Bill Hoffman photo, showing CTA PCC streetcar 4373 on Western Avenue, while a Garfield Park "L" train crosses on Van Buren temporary trackage. The date is June 16, 1954. (Wien-Criss Archive)
The "Streetcar Waiting Room" at Archer and Western on November 15, 1954. (Wien-Criss Archive)


text:
package org.keycloak.userprofile;

/**
 * Abstraction, which allows to update the user in various contexts (Required action of already existing user, or first identity provider
 * login when user doesn't yet exists in Keycloak DB)
 *
 * @author Markus Till
 */
public interface UserProfile {

    String getId();

    UserProfileAttributes getAttributes();

}

redpajama_set_name: RedPajamaGithub


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The 2017 Dart Asia Pacific Fellowship is a unique seminar programme for veteran journalists, editors and freelancers based in the South Pacific region who want to deepen their knowledge of emotional trauma and improve coverage of violence, conflict and tragedy as it relates specifically to climate change.
Reporting responsibly and credibly on violence and traumatic events — on street crime, family violence, natural disasters and accidents, civil unrest, war and genocide — are among the greatest challenges facing journalists globally. The 2017 Dart Asia Pacific Fellowship addresses these challenges and aims to deepen journalists' and editors' knowledge of emotional trauma to improving coverage of such events, with a special focus on disaster as it relates to climate change. The Fellowship programme consists of five-days of seminars and conversations plus two days of travel, beginning August 28, 2017.
The programme location is Nadi, Fiji. The fellowship offers briefings by leading experts in the trauma, journalism and climate change fields along with peer-to-peer discussions on the many challenges of covering disasters. The fellowship covers all travel, accommodations and ground expenses associated with the program.
No more than one journalist/editor team will be selected from the same news organisation. The 2017 Fellowship is exclusively for South Pacific Island journalists.
Please direct all e-mail queries to Aly Walsh, Executive Assistant and Program Manager.
To apply for the Dart Centre Asia Pacific Fellowship, journalist and editor teams must submit application materials via the online application form below. The application deadline was June 9, 2017.


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From Dallas take I-35E South, exit at Bear Creek, go East (left) towards SH342, take a left onto SH342, travel approximately one mile Bear Creek Ranch will be to your right.


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text:
Echi d'infinito è un singolo della cantante pop italiana Antonella Ruggiero, pubblicato il 2 marzo 2005 dall'etichetta discografica dell'artista Liberamusic, distribuito da Universal.

Il brano è stato scritto da Mario Venuti insieme a Kaballà ed è stato presentato dalla cantante al Festival di Sanremo 2005, partecipando nella categoria "Donne" e risultandone la vincitrice, venendo ammessa alla fase finale della gara insieme ai vincitori delle altre categorie. È infine risultata terza nella classifica generale del Festival, alle spalle del vincitore Francesco Renga e di Toto Cutugno e Annalisa Minetti. Durante la serata dei duetti, l'artista ha reinterpretato il brano con l'intervento alle chitarre di Frank Gambale e Maurizio Colonna.

La canzone è stata inserita nell'album Big Band!, uscito nella settimana del Festival.

Tracce

Classifiche

Note

Brani musicali del Festival di Sanremo 2005


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