Pittsburgh Railways

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Pittsburgh Railways Company
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PCC 1647 on a fantrip in Downtown Pittsburgh, signed for route 77/54
Overview
Headquarters Pittsburgh, Pennsylvania
Locale Allegheny County and Washington County, Pennsylvania
Dates of operation19021964
Predecessor Pittsburgh and Castle Shannon Railroad
Consolidated Traction Company
Southern Traction Company
United Traction Company of Pittsburgh
Successor Port Authority of Allegheny County
Technical
Track gauge 5 ft 2+12 in (1,588 mm)
Pennsylvania trolley gauge
Length400 miles (640 km) in 1902
606 miles (975 km) in 1918

Pittsburgh Railways was one of the predecessors of Pittsburgh Regional Transit. It had 666 PCC cars, the third largest fleet in North America (after Toronto (745) and Chicago (683)). It had 68 streetcar routes, of which only three (until April 5, 2010, the 42 series, the 47 series, and 52) are used by the Port Authority as light rail routes. With the Port Authority's Transit Development Plan, many route names will be changed to its original, such as the 41D Brookline becoming the 39 Brookline. Many of the streetcar routes have been remembered in the route names of many Port Authority buses (e.g. 71 series).

Contents

History

Pittsburgh Citizens Traction Company c. 1894 Pittsburgh Citizens Traction Company c 1894.png
Pittsburgh Citizens Traction Company c.1894

1895 to 1905 was a time of consolidation for the numerous street railways serving Pittsburgh. On July 24, 1895 the Consolidated Traction Company (CTC) was chartered and the following year acquired the Central Traction Company, Citizens Traction Company, Duquesne Traction Company and Pittsburgh Traction Company and converted them to electric operation. [1] On July 27, 1896 the United Traction Company (UTC) was chartered and absorbed the Second Avenue Traction Company, which had been running electric cars since 1890. [2]

The Southern Traction Company (STC) acquired the lease of the West End Traction Company on October 1, 1900. Pittsburgh Railway Company (PRC) was formed on January 1, 1902, when STC acquired operating rights over CTC and UTC. [3] The new company operated 1,100 trolleys on 400 miles (640 km) of track, with 178.7 million passengers and revenues of $6.7 million on the year. [4] PRC had over 20 car barns in the city as well as power stations. [5] 1918 was the company's peak year, operating 99 trolley routes over 606 miles (975 km) of track. [6]

The lease and operate business model proved hard to support and the company declared bankruptcy twice, first in 1918 lasting for 6 years and then again in 1938, this time lasting until January 1, 1951. [7] Company costs rose in the early twentieth century. PRC faced constant pressure from the city to improve equipment and services. Workers walked out when a pay raise was rejected. [6]

On July 26, 1936, PRC took delivery of PCC streetcar No. 100 from the St. Louis Car Company. It was placed in revenue service in August 1936, the first revenue earning PCC in the world. [8] [9]

Large scale abandonments of lines began in the late 1950s, usually associated with highway or bridge work. [10]

Pittsburgh Railways Co Coin Rear.jpg
Pittsburgh Railways Co Coin Front.jpg
1930s Era Pittsburgh Railways Token Fare, rear (above) and front (below)

Duquesne-McKeesport

Highway improvements in the Duquesne-McKeesport area resulted in the replacement of trolley services with buses on September 21, 1958. [10]

West End lines

The replacement of the Point Bridge with the Fort Pitt Bridge precipitated the abandonment of many routes to the West End, all on June 21, 1959. PRC was engaged in ongoing litigation over the failure of the Pennsylvania Public Utilities Commission to provide streetcar tracks on the new bridge. In the end the company was allowed to abandon 27 miles (43 km) of street track in situ and was awarded $300,000 as compensation. [10] The litigation marked the beginning of significant abandonments: 90 percent of the network was dismantled over the next decade.

Interurban

Pittsburgh Railways
Interurban lines
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Pittsburgh
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Minor stops
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Minor stops
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Frederick Street
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Elwyn
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Cooley
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Grove
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Castle Shannon
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St. Anns Church
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Washington Junction
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Minor stops
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Mine No. 3
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Santa Barbara
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Bethel Church
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Brookside
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Drake
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Clifton
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Fifeshire
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Valley Farm
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Cremona
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Orchard
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Montclair
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County Line
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Bells
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Thompsonville
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Orr
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Center Church
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Browns Crossing
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Mt. Blane
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Cheesemans
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Snodgrass
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Van Eman
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Pollock
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Murray Hill
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Morganza
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Richfol
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Canonsburg
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Alexander
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Banfield
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Houston
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Moninger
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Millseat
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Arnold
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McGovern
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Allinsons
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Meadowlands
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Rich Hill
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McClain
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Enterprise
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County Home
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Fair Grounds
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Arden
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Minor stops
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Minor stops
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Children's home
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Oak Grove
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Wallace
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Tylerdale Barn
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Tylerdale Bridge
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Washington
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Minor stops
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Minor stops
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Mine 3
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Brightwood
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Lytle
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Mesta
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Bethel Road
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Red Tiles
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Boyers
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Logans
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King's School
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Library Acres
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West Library
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Hicks
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Simmons
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Coal Bank
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Stewart
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Sebolos
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McChane
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McNary
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Union Valley
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Finleyville
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Lanks
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Mingo School
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Crookham
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Jones
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Harrisons
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Star Mine
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Nolders
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Riverview
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Monongahela City
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Black Diamond
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Minor stops
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Minor stops
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Graham
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Victory Hill
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Bairds
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Boyds
Ferry
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Donora
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Minor stops
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Glendennin
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Eldora Park
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Log Cabin
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Eldora
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Summit
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Bridge 3 NE
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Bridge 3 SE
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Bridge 2 SE
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Bridge 1 SE
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Monessen Ferry
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Lockview
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Monessen Junction
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Allenwood
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Charleroi
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Minor stops
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Speers Boro.
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Bellevernon Bridge
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Bellevernon
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Deices
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Dunlevy
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Fitzgerald
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White Barn
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Vesta Mines
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Lundy
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Clipper Landing
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Township Road
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Allenport
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Allenport School
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Martin
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Stockdale
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Marsh's Hall
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Snyder
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Furlong
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Latta
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Roscoe
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Roscoe loop

PRC Interurban Division ran an interurban trolley system linking Pittsburgh with towns in Washington County such as Washington, Charleroi and Roscoe. [11]

Charleroi

The origins of the Charleroi interurban line began in 1895 in Monongahela City, with the construction of a small street railway by the Monongahela City Street Railway Company. In 1900 the line was extended north to Riverview and in 1901 extended south to Black Diamond Mine. Here it turned inland, south along Black Dam Hollow (the former roadbed is now known as Trolley Lane). It met the northern end of the newly constructed (1899) Charleroi & West Side Street Railway at the now-disused Lock number 4 in North Charleroi.

The Charleroi interurban line was cut back to the Allegheny County border at Library (Simmons loop) in June 1953 [12] It continued to operate until the 1980s as 35 Shannon-Library and became the southern portion of 47L Library via Overbrook when Light Rail Vehicles (LRVs) replaced trolleys. The trolley loop was removed in 2004. In 2010 this line became the Blue Line – Library, and in 2020 was renamed the Silver Line - Library.

Washington

The Washington line was cut back to the county boundary at Drake in August 1953 [12] and eventually became the 36 Shannon-Drake. This in turn became the southern portion of 42 South Hills Village (excluding the new link from Dorchester to South Hills Village, which was built in 1984). The final portion of the interurban from Dorchester to Drake was renamed 47 Drake, finally closing in 1999 and bringing to an end PCC Streetcar operation in Pittsburgh. [13]

Diversification

The company acquired G. Barr & Co., a manufacturer of aerosol cans, in 1962, and bought Alarm Device Manufacturing Company (Ademco) in 1963. It received $16.558 million for the sale of the streetcar system to the Port Authority in 1964. In 1967, it was renamed to Pittway Corporation. [14] [15] [16] Later, Pittway became best known as a manufacturer and distributor of professional fire and burglar alarms and other security systems. [14] On February 3, 2000, Pittway was acquired by Honeywell. [17]

Rolling stock

Early types

Double deck cars were used by PRC between 1913 and 1924, a rarity for such cars in the U.S. [18] Conventional single-deck stock formed the majority of the fleet.

PCC types

PRC operated 666 PCCs on 68 routes; the second-largest fleet of new cars (after Chicago), starting with number 100, the first PCC to enter revenue service. The company took delivery of car 1600 in 1945, which was the prototype for the over 1,800 post-War “all-electric” PCCs built in North America. Cars 1700–1724, which were delivered in 1948, were equipped with special features for use on the interurban lines to Washington and Charleroi. These included B-3 trucks and a roof-mounted sealed-beam headlight. (Cars 1615–19 and 1644–48 were similarly modified in 1948.) [19]

NumberOrder DateBuilder & Order NºPrice (ea.)Notes [20]
  100Apr 6, 1936 St. Louis Car 1603first PCC to enter revenue service
1000–1099Jul 18, 1936St. Louis Car 1604$15,715
1100–1199Apr 1, 1937St. Louis Car 1610$16,000
1200–1299Oct 16, 1937St. Louis Car 1620$15,9001230 & 1278 equipped with B-3 trucks
1400–1499May 27, 1941St. Louis Car 1633$17,034
1500–1564Jun 16, 1942St. Louis Car 1639$19,0001547 St. Louis Car order no. 1646
1600–1699Jan 14, 1944St. Louis Car 1646$20,0001600 was All-Electric prototype ; destroyed May 18, 1955 [21] 1630 equipped with ceiling fans & monitor roof; some rebuilt and renumbered into the 1700-series
1700–1799Sep 22, 1947St. Louis Car 1669$28,3501700–1724 B-3 trucks; 1725-1799 B-2B trucks
4000–4013
1981
Port Authority Transit c. $100,000

In 1950 the 100 was converted to instruction car M-11. Because replacement parts were no longer available, cars 1784 (originally 1603, and subsequently renumbered 1976) and 1779 were rebuilt in 1976 and 1977 respectively, with LRV-style flat fronts. In 1981 PATransit constructed cars 4000–4013 on new frames that utilized a mix of new parts and components salvaged from retired 1700-series cars. [22] The last four PCCs were finally retired on September 4, 1999, having been replaced by Siemens SD-400 Light Rail Vehicles.

New NºOriginal New NºOriginal New NºOriginal
400017024005171940101757
400117204006176740111733
400217404007172940124000
400317314008170940131762
4004173940091700

Preservation

A number of Pittsburgh streetcars have been preserved.

TypeBuilt byYearPreserved atNotes
1138PCC St. Louis Car Company 1936 Pennsylvania Trolley Museum
1440PCC St. Louis Car Company 1942 Seashore Trolley Museum
1467PCC St. Louis Car Company 1941 Pennsylvania Trolley Museum
1644PCC St. Louis Car Company 1945 Northern Ohio Railway Museum
1705PCC St. Louis Car Company 1948 Midwest Electric Railway sold Feb 2018 to Donald Kirk (for restoration and operation at a new McCloud (CA) Transportation Park project)
1711PCC St. Louis Car Company 1948 Pennsylvania Trolley Museum
1724PCC St. Louis Car Company 1948 Heinz History Center
1799PCC St. Louis Car Company 1945 Pennsylvania Trolley Museum Built as 1613. Renumbered 1799 when overhauled in 1979.
3487Conventional St. Louis Car Company 1905 Pennsylvania Trolley Museum Converted to wreck car M132 in 1934. Converted back to passenger configuration in 1956.
3756Conventional Osgood Bradley Car Company 1925 Pennsylvania Trolley Museum
4001PCC PATransit 1981 South Hills Village Rail Center Static display.
4002PCC PATransit 1981 Colorado Springs Undergoing restoration at the Pikes Peak Trolley Museum.
4004PCC PATransit 1981 Pennsylvania Trolley Museum [23]
4006PCC PATransit 1981 Cleveland, Ohio Last seen in 2016 at the west end of the Detroit–Superior Bridge labeled "Buckeye Trolley".
4007PCC PATransit 1981 Bethel Park, Pennsylvania Static exhibit with numbers removed. [24] [25]
4008PCC PATransit 1981 San Francisco Municipal Railway Acquired for the F Market & Wharves line. [26]
4009PCC PATransit 1981 San Francisco Municipal Railway Acquired for the F Market & Wharves line. [26]
4011PCC PATransit 1981 Buckeye Lake, Ohio Privately owned (derelict).
4012PCC PATransit 1981 Buckeye Lake, Ohio Privately owned (derelict); originally numbered 4000.
4140Conventional Pressed Steel Car Company 1911 Pennsylvania Trolley Museum Built in McKees Rocks. Converted to snow plow M200 in 1940, then tow car in 1955.
4145Conventional Pressed Steel Car Company 1911 Pennsylvania Trolley Museum Built in McKees Rocks. [27]
4398Conventional St. Louis Car Company 1914 Pennsylvania Trolley Museum
M1Pay car Pullman Car Company 1890 Pennsylvania Trolley Museum Originally built as an 8-wheel car for the Pittsburgh, Allegheny & Manchester Street railway, it was underpowered for Pittsburgh's hills and was converted to a 4-wheel pay car in the 1890s. Pittsburgh Railways assigned it the number M1.
M37Snow sweeper McGuire-Cummings Manufacturing Company 1896 Pennsylvania Trolley Museum Built as Consolidated Traction Company number 9. Renumbered M37 by Pittsburgh Railways.
M56Snow sweeper1918 Pennsylvania Trolley Museum Built for the Philadelphia Company and assigned to Beaver Valley traction line as number 1. Transferred to Pittsburgh Railways in 1935 and renumbered M56.
M210Line carPittsburgh Railways Company1940 Pennsylvania Trolley Museum Built in Homewood shops using components salvaged from two other cars.
M283Crane car Differential Car Company 1929 Pennsylvania Trolley Museum
M551Side-Dump car Differential Car Company 1922 Pennsylvania Trolley Museum

Routes

Pittsburgh Railways operated 68 streetcar routes.

A notable, unnumbered, tripper (unscheduled extra) service was signed Stadium-Forbes Field , for Pitt Panthers and Pittsburgh Steelers football games and Pirates baseball games. Pitt Stadium and Forbes Field were convenient to the lines on Fifth Avenue and Forbes Avenue, both two-way streets during the trolley era. This service, which probably last ran in fall 1966, was no longer possible after the East End lines closed in January 1967.

The Interurban lines did not use route numbers. Outbound interurban cars were signed for their outbound destination, namely Charleroi , Roscoe or Washington ; some PCC rollsigns instead prefixed Shannon- to the destination, e.g. Shannon-Washington. Inbound cars were signed simply Pittsburgh.

Map showing gradients in 1910 Report on the Pittsburgh Transportation Problem 1910 relief map.jpg
Map showing gradients in 1910

Car barns

Track remains in-situ in this 2008 photo of Chestnut Street in East Allegheny, where 1 - Spring Garden and 5 - Spring Hill once ran. East Allegheny Chestnut st.jpg
Track remains in-situ in this 2008 photo of Chestnut Street in East Allegheny, where 1 – Spring Garden and 5 – Spring Hill once ran.

Pittsburgh Railways inherited many different car barns from the companies that formed it, many of which were closed during the final years prior to take over by the Port Authority. At the time of the PA takeover on February 28, 1964, only Craft Avenue, Keating and Tunnel (South Hills) remained as streetcar facilities, together with Homewood Shops, and a former carbarn in Rankin used only for dead storage of retired cars.

Craft Avenue

A large (16 track) facility with several administration buildings at Craft Avenue and Forbes Avenue in Oakland. [28] It served routes 50, 64, 66, 67, 68, 69, 75 and 81. Craft Avenue assumed storage duties for East End facilities that were closed such as Homewood, Herron Hill and Highland Park, as well as Carrick on the South Side; thus it eventually also served routes such as 22, 71, 73, 76, 77/54, 87 and 88. Craft Avenue ceased to be a streetcar facility on January 28, 1967 when all East End lines were converted to bus. [29] The site is now occupied by the Magee-Womens Hospital of the University of Pittsburgh Medical Center.

Glenwood

Glenwood Car Barn served the 55, 56, 57, 58, 65 and 98 routes and housed approximately 54 cars. [30]

Homewood

Homewood car barn was begun in 1900 and grew to be one of the two largest installations of Pittsburgh Railways, with 110 cars housed there. Also the site of PRC's heavy repair shops, it covered four blocks from 7100 to 7400 on the south side of Frankstown Avenue, bordered by North Lang Avenue to the west, Felicia Way to the south and Braddock to the east. [31] On May 18, 1955 Barn No. 2 was destroyed by fire along with all of the equipment within it, which included PCC trolleys 1026, 1051, 1155, 1220, 1281, 1294,1600,1648, 1682,1701,1725. [32] Homewood car barn closed in 1960, though the shops remained in use until January 1967 when all East End lines were closed. [29] The large site is now used for a mixture of residential and commercial premises, with the last remaining railway buildings converted first to a skating rink and then in 1997 to a bowling alley and entertainment venue called the Homewood Coliseum. [33] Since 2000 the complex has also housed The Trolley Station Oral History Center.

Ingram

Ingram carbarn was the main storage facility in the West End. Located on Berry Street in Ingram Borough on routes 30 and 31, it also served routes 23, 25, 26, 27, 28, 29 and 34. It consisted of a 4-road brick shed housing 20 cars, [34] an 8-road open yard capable of holding about 120 cars, [35] and a brick administration building. Ingram ceased as an active facility after June 21, 1959 when all the West End lines were abandoned after the Point Bridge was closed to traffic, although 30 1000- and 1100-series PCCs made surplus by the conversion were scrapped there. [34] The property was sold to the Roman Catholic Diocese of Pittsburgh; the barn proper was converted in 1968 to the Church of the Ascension, while the yard office was converted to classrooms, parish offices and a parish hall. [36]

Keating

Keating car house was built in 1921. [37] It served routes 7, 8, 9, 10, 11, 12, 15 and 21. The remaining trolley routes from Manchester car house (6, 13, 14, 18 and 19) were moved to Keating in 1959. The final North Side trolleys (6/14 and 21) were transferred to South Hills Car House in 1965 and the facility became the bus-only Ross Garage.

Millvale

Millvale car barn was built on the site of the Graff, Bennett Mill which burnt down in 1900. [38] It catered for services 1, 2, 3, 4 and 5. [39]

Plummer Street

The car barn at 48th and Plummer Street in Lawrenceville served the 94 Aspinwall, 95 Butler Street, and 96 East Liberty via Morningside services. It replaced the Butler Street Cable and Horse car barn at 47th and Butler. It was closed in the summer of 1954, with services 94 Aspinwall and 95 Butler Street routes being assigned to Manchester Car House until June 1959. They then transferred to Keating Car House until replaced by bus routes on November 13, 1960. Service 96 East Liberty was transferred first to Bunker Hill car barn then Homewood Car House until June, 1960. It was then transferred to Craft Avenue car house, also being replaced by buses on November 13, 1960 when the 62nd St. Sharpsburg Bridge was closed. [40]

Tunnel

The Tunnel (also referred to as South Hills) car barn, located along Curtis and Jasper Streets next to South Hills Junction and the south portal of the South Hills Tunnel, was the car storage facility for many, and eventually all, South Side lines, and one of the most important such facilities on the entire system. It consisted of a 4-road brick shed with administrative offices, plus a 6-road outdoor yard. While containing fewer tracks than yards like Craft Avenue, the length of the tracks allowed storage of many more cars per road, especially outdoors. Tunnel served lines 23, 35, 36, 37, 38, 39, 40, 42 and 43 (later the 42/38), 44, 46 (later 49), 48, and later the 47 and 53 lines to Carrick, and the final North Side lines 6/14 and 21. It also shared storage duties for the two Interurban lines with the barns in Charleroi and in Tylerdale (Washington). [29] As the nucleus of the surviving PAT trolley lines, Tunnel barn survived into the mid-1980s, when it was demolished after being replaced by the current PAT storage and maintenance facility at the end of the South Hills Village branch off the Drake line. [41]

West Park

The West Park car barn in McKees Rocks was a large facility with two barns and several outdoor sidings. [42] It was bounded by Third Street to the north, Chartiers Avenue to the south and Rox Street to the east. It closed in 1931, but remained a storage facility for scrap trolley parts. The building was demolished in 1951. [43] 5 Generation Bakers now occupies the southern part of the site with a bakery and a retail outlet in a former supermarket building, with new housing to the north.

See also

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<span class="mw-page-title-main">Streetcars in Washington, D.C.</span> Streetcars that existed in Washington until 1962

Streetcars in Washington, D.C. transported people across the city and region from 1862 until 1962.

<span class="mw-page-title-main">M-Line Trolley</span> Heritage streetcar line in Dallas, Texas

The M-Line Trolley is a heritage streetcar line in the Uptown neighborhood of Dallas, Texas. The trolley line, which has been in service since 1989, is notable for its use of restored historic streetcar vehicles, as opposed to modern replicas.

<span class="mw-page-title-main">Los Angeles Railway</span> Electric interurban railway in Los Angeles, California

The Los Angeles Railway was a system of streetcars that operated in Central Los Angeles and surrounding neighborhoods between 1895 and 1963. The system provided frequent local services which complemented the Pacific Electric "Red Car" system's largely commuter-based interurban routes. The company carried many more passengers than the Red Cars, which served a larger and sparser area of Los Angeles.

<span class="mw-page-title-main">Chicago Surface Lines</span> American public transport operator

The Chicago Surface Lines (CSL) was operator of the street railway system of Chicago, Illinois, from 1913 to 1947. The firm is a predecessor of today's publicly owned operator, the Chicago Transit Authority.

<span class="mw-page-title-main">Transit Windsor</span> Public transit operator in Windsor, Ontario, Canada

Transit Windsor provides public transportation in the city of Windsor, Ontario, Canada as well as LaSalle, Essex, Kingsville, Amherstburg and Leamington and serves more than 6 million passengers each year, covering an area of 310 km2 (120 sq mi) and a population of 235,000. They operate a cross border service between the downtown areas of Windsor and Detroit, Michigan via the Tunnel Bus, and service to events at Detroit's Comerica Park, Little Caesars Arena, Huntington Place, and Ford Field. The Windsor International Transit Terminal neighbours with the Windsor International Aquatic and Training Centre.

<span class="mw-page-title-main">Johnstown Traction Company</span> Former transit system in Johnstown, Pennsylvania

Johnstown Traction Company (JTC) was a public transit system in Johnstown, Pennsylvania, United States. For most of its existence it was primarily a street-railway system, but in later years also operated rubber-tired vehicles. JTC operated trolley (tram) service in Johnstown from February 23, 1910 to June 11, 1960. Johnstown was one of the last small cities to abandon trolley service in the United States. It was also the smallest city to acquire a fleet of PCC cars and acquired trackless trolleys at a late date compared to larger transit properties. Many of the 1920s-era cars went directly to museums; however, none of the 17 PCC streetcars were saved. Efforts to sell the 16 then-surviving PCC cars intact were unsuccessful, and in 1962 they were scrapped, but many of their components were salvaged and sold to the Brussels, Belgium tram system, reused in the last series of single PCC trams (7156–7171), which ran from 1970 until February 2010.

<span class="mw-page-title-main">Louisville Railway</span>

The Louisville Railway Company (LRC) was a streetcar and interurban rail operator in Louisville, Kentucky. It began under the name Louisville City Railway in 1859 as a horsecar operator and slowly acquired other rival companies. It was renamed in 1880 following the merger of all Mule operations as the Louisville Railway Company. All tracks were 5 ft gauge.

<span class="mw-page-title-main">Pennsylvania Trolley Museum</span> Railway museum in Washington, Pennsylvania

The Pennsylvania Trolley Museum is a museum in Washington, Pennsylvania, dedicated to the operation and preservation of streetcars and trolleys. The museum primarily contains historic trolleys from Pennsylvania, but its collection includes examples from nearby Toledo, New Orleans, and even an open-sided car from Brazil. Many have been painstakingly restored to operating condition. Other unique cars either awaiting restoration or that are incompatible with the 5' 2-1/2" Pennsylvania trolley gauge track are on display in a massive trolley display building. Notable examples of static display include a J.G. Brill “Brilliner” car, locomotives, and a horse car from the early days of Pittsburgh’s public transit systems.

<span class="mw-page-title-main">Pittsburgh Light Rail</span> Light rail system in Pittsburgh, Pennsylvania

The Pittsburgh Light Rail is a 26.2-mile (42.2 km) light rail system in Pittsburgh, Pennsylvania, and surrounding suburbs. It operates as a deep-level subway in Downtown Pittsburgh, but runs mostly at-grade in the suburbs south of the city. The system is largely linear in a north-south direction, with one terminus near Pittsburgh's central business district and two termini in the South Hills. The system is owned and operated by Pittsburgh Regional Transit. The T is one of the surviving first-generation streetcar systems in North America, with the oldest portions of the network dating back to 1903 and the Pittsburgh Railways. It is also one of only three light rail systems in the United States that continues to use the broad 5 ft 2+12 in Pennsylvania Trolley Gauge on its lines instead of the 4 ft 8+12 instandard gauge. In 2023, the system had a ridership of 3,417,100.

<span class="mw-page-title-main">SEPTA Route 23</span> Philadelphia SEPTA Bus Line

SEPTA Trolley Route 23 is a former streetcar line now operated with buses. It is operated by the Southeastern Pennsylvania Transportation Authority (SEPTA) in Philadelphia, Pennsylvania, United States. The line runs between the Chestnut Hill and Center City neighborhoods via Germantown Avenue, 11th, and 12th Streets.

<span class="mw-page-title-main">Streetcars in Cincinnati</span>

Streetcars operated by the Cincinnati Street Railway were the main form of public transportation in Cincinnati, Ohio, at the end of the 19th century and the start of the 20th century. The first electric streetcars began operation in 1889, and at its maximum, the streetcar system had 222 miles (357 km) of track and carried more than 100 million passengers per year. A very unusual feature of the system was that cars on some of its routes traveled via inclined railways to serve areas on hills near downtown. With the advent of inexpensive automobiles and improved roads, transit ridership declined in the 20th century and the streetcar system closed in 1951. Construction of a new streetcar system, now known as the Connector, began in 2012. Consisting initially of a single route, the new system opened on September 9, 2016.

<span class="mw-page-title-main">Silver Line (Pittsburgh)</span> Light rail line in Pittsburgh, Pennsylvania

The Silver Line is a line on the Pittsburgh Light Rail system that runs between Downtown Pittsburgh through the Overbrook neighborhood to Library. It is the renamed service for the former Blue Line –Library branch.

<span class="mw-page-title-main">St. Clair Carhouse</span> Streetcar depot facility in Toronto, Ontario

The St. Clair Carhouse was a streetcar facility in Toronto, Ontario, Canada. It was located south of St. Clair Avenue on a parcel of land bounded by Wychwood Avenue on the east, Benson Avenue on its north side and Christie Street on the west side. It was opened by the Toronto Civic Railways in 1913, taken over by the Toronto Transportation Commission in 1921 and closed by its successor, the Toronto Transit Commission, in 1998. The carhouse was subsequently transformed into a community centre called the Wychwood Barns.

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