Pittsburgh Railways

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Pittsburgh Railways Company
Pittsburgh-railways-company-logo.jpg
PCC 1647 op de combinatielijn 77.54 BLOOMFIELD in Downtown Pittsburgh.jpg
PCC 1647 on a fantrip in Downtown Pittsburgh, signed for route 77/54
Locale Allegheny County and Washington County, Pennsylvania
Dates of operation 1902–1964
Predecessor Consolidated Traction Company
Southern Traction Company
United Traction Company of Pittsburgh
Successor Port Authority of Allegheny County
Track gauge 5 ft 2 12 in (1,588 mm)
Pennsylvania trolley gauge
Length 400 miles (640 km) in 1902
606 miles (975 km) in 1918
Headquarters Pittsburgh, Pennsylvania

Pittsburgh Railways was one of the predecessors of the Port Authority of Allegheny County. It had 666 PCC cars, the third largest fleet in North America. It had 68 street car 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).

History[edit]

1895 to 1905 was a time of consolidation for the numerous street railways serving Pittsburgh. On July 24, 1895 the Consolidated Traction Company 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 was chartered and absorbed the Second Avenue Traction Company, which had been running electric cars since 1890.[2]

The Southern Traction Company acquired the lease of the West End Traction Company on October 1, 1900. Pittsburgh Railways was formed on January 1, 1902, when the Southern Traction Company acquired operating rights over the Consolidated Traction Company and United Traction Company.[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] The Pittsburgh Railway had over 20 car barns located around 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]

Unfortunately 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] Costs to the company 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 Pittsburgh Railways 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]

Duquesne-McKeesport[edit]

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

West End lines[edit]

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. Pittsburgh Railways Company 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] However, this was the beginning of the end for trolleys in Pittsburgh and would be followed by the abandonment of 90% of the network over the next 10 years.

Interurban[edit]

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

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

Charleroi[edit]

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 old private right of way 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 run 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.

Washington[edit]

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[edit]

The company acquired G. Barr & Co., a manufacturer of aerosol cans, in 1962, and bought Alarm Device Manufacturing Company (Ademco) in 1963. It received $16,558,000 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[edit]

PCC types[edit]

Pittsburgh Railways 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.)[18]

Number Order Date Builder & Order Nº Price (ea.) Notes[19]
  100 Apr 6, 1936 St. Louis Car 1603 first PCC to enter revenue service
1000–1099 Jul 18, 1936 St. Louis Car 1604 $15,715
1100–1199 Apr 1, 1937 St. Louis Car 1610 $16,000
1200–1299 Oct 16, 1937 St. Louis Car 1620 $15,900 1230 & 1278 equipped with B-3 trucks
1400–1499 May 27, 1941 St. Louis Car 1633 $17,034
1500–1564 Jun 16, 1942 St. Louis Car 1639 $19,000 1547 St. Louis Car order no. 1646
1600–1699 Jan 14, 1944 St. Louis Car 1646 $20,000 1600 was All-Electric prototype;[20] 1630 equipped with ceiling fans & monitor roof; some rebuilt and renumbered into the 1700-series
1700–1799 Sep 22, 1947 St. Louis Car 1669 $28,350 1700–1724 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.[21] The last four PCCs were finally retired on September 4, 1999, having been replaced by Siemens SD-400 Light Rail Vehicles.

New Nº Original   New Nº Original   New Nº Original
4000 1702 4005 1719 4010 1757
4001 1720 4006 1767 4011 1733
4002 1740 4007 1729 4012 4000
4003 1731 4008 1709 4013 1762
4004 1739 4009 1700

Preservation[edit]

A number of Pittsburgh streetcars have been preserved.

Type Built by Year Preserved at Notes
1138 PCC St. Louis Car Company 1936 Pennsylvania Trolley Museum
1440 PCC St. Louis Car Company 1942 Seashore Trolley Museum
1467 PCC St. Louis Car Company 1941 Pennsylvania Trolley Museum
1644 PCC St. Louis Car Company 1945 Northern Ohio Railway Museum
1711 PCC St. Louis Car Company 1948 Pennsylvania Trolley Museum
1724 PCC St. Louis Car Company 1948 Heinz History Center
1799 PCC St. Louis Car Company 1945 Pennsylvania Trolley Museum Built as 1613. Renumbered 1799 when overhauled in 1979.
3487 Conventional St. Louis Car Company 1905 Pennsylvania Trolley Museum Converted to wreck car M132 in 1934. Converted back to passenger configuration in 1956.
3756 Conventional Osgood Bradley Car Company 1925 Pennsylvania Trolley Museum
4001 PCC PATransit 1981 South Hills Village Rail Center Static display.
4002 PCC PATransit 1981 Colorado Springs Undergoing restoration at the Pikes Peak Trolley Museum.
4004 PCC PATransit 1981 Pennsylvania Trolley Museum [22]
4006 PCC PATransit 1981 Cleveland, Ohio Last seen in 2007 at the west end of the Detroit–Superior Bridge labeled "Buckeye Trolley".
4007 PCC PATransit 1981 Bethel Park, Pennsylvania Static exhibit with numbers removed.[23][24]
4008 PCC PATransit 1981 San Francisco Municipal Railway Acquired for the F Market & Wharves line.[25]
4009 PCC PATransit 1981 San Francisco Municipal Railway Acquired for the F Market & Wharves line.[25]
4011 PCC PATransit 1981 Buckeye Lake, Ohio Privately owned (derelict).
4012 PCC PATransit 1981 Buckeye Lake, Ohio Privately owned (derelict); originally numbered 4000.
4140 Conventional Pressed Steel Car Company 1911 Pennsylvania Trolley Museum Built in McKees Rocks. Converted to snow plow M200 in 1940, then tow car in 1955.
4145 Conventional Pressed Steel Car Company 1911 Pennsylvania Trolley Museum Built in McKees Rocks.[26]
4398 Conventional St. Louis Car Company 1914 Pennsylvania Trolley Museum
M1 Pay 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.
M37 Snow sweeper McGuire-Cummings Manufacturing Company 1896 Pennsylvania Trolley Museum Built as Consolidated Traction Company number 9. Renumbered M37 by Pittsburgh Railways.
M56 Snow sweeper 1918 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.
M210 Line car Pittsburgh Railways Company 1940 Pennsylvania Trolley Museum Built in Homewood shops using components salvaged from two other cars.
M283 Crane car Differential Car Company 1929 Pennsylvania Trolley Museum
M551 Side-Dump car Differential Car Company 1922 Pennsylvania Trolley Museum

Routes[edit]

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.

Car barns[edit]

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[edit]

A large (~14 road) facility with several administration buildings at Craft Avenue and Forbes Avenue in Oakland.[27] 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.[28] The site is now occupied by the Magee-Womens Hospital of the University of Pittsburgh Medical Center.

Glenwood[edit]

Glenwood Car Barn served the 55, 56, 57, 58, 65 and 98 routes and housed approximately 54 cars.[29]

Homewood[edit]

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.[30] In 1955 Barn No. 2 was destroyed by fire along with all of the equipment within it, which included fourteen PCC trolleys.[31] Homewood car barn closed in 1960, though the shops remained in use until January 1967 when all East End lines were closed.[28] 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.[32] Since 2000 the complex has also housed The Trolley Station Oral History Center.

Ingram[edit]

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,[33] an 8-road open yard capable of holding about 120 cars,[34] 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.[33] 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.[35]

Keating[edit]

Keating car house was built in 1921.[36] 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[edit]

Millvale car barn was built on the site of the Graff, Bennett Mill which burnt down in 1900.[37] It catered for services 1, 2, 3, 4 and 5.[38]

Plummer Street[edit]

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.[39]

Tunnel[edit]

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).[28] 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.[40]

West Park[edit]

The West Park car barn in McKees Rocks was a large facility with two barns and several outdoor sidings.[41] 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.[42] A Foodland food market now occupies the southern part of the site, with new housing to the north.

Gallery[edit]

See also[edit]

References[edit]

  1. ^ Pittsburgh And The Pittsburgh Spirit. Pittsburgh: Chamber Of Commerce Of Pittsburgh. 1928. p. 197. Retrieved October 18, 2009. 
  2. ^ MRS. S. KUSSART (1925). THE EARLY HISTORY OF THE FIFTEENTH WARD OF THE CITY OF PITTSBURGH. Bellevue (Pittsburgh), Pa.: Suburban Printing Company. p. 57. Retrieved December 2, 2010. 
  3. ^ "Historic Pittsburgh – Chronology by Year: 1902". Retrieved October 18, 2009. 
  4. ^ Johnna A. Pro (August 30, 1999). "Pittsburgh's trolley history". Pittsburgh Post-Gazette. Retrieved April 12, 2007. 
  5. ^ See Rohrbeck, Benson. "Pittsburg's Car Barns 1900-1909" (1971), which contains maps and photos of these structures.
  6. ^ a b Archives Service Center Staff. "Pittsburgh railways Company Records Finding Aid". Archives Service Center, University of Pittsburgh. Retrieved 2 May 2013. 
  7. ^ Railroad Magazine. March 1954. 
  8. ^ Andrew D. Young, Eugene F. Provenzo (1978). The history of the St. Louis Car Company, "Quality Shops". Howell-North Books. p. 196 (photo caption). ISBN 0-8310-7114-1. 
  9. ^ "South Hills Junction – cars that passed by – Car 100". March 7, 2008. Retrieved August 7, 2009. 
  10. ^ a b c The Southern California Traction Review Volume 17 No. 4 – Pittsburgh Railway Co. Annual Report (1958). 1959. Retrieved November 20, 2009. 
  11. ^ Electric Railroads, Number Twenty. Lackawanna Terminal, Hoboken, New Jersey: Electric Railroaders Association, Inc. July 1952. Retrieved June 6, 2009. 
  12. ^ a b "Pittsburgh and Castle Shannon Railroad HAER no. PA-410" (PDF). Retrieved March 1, 2009. 
  13. ^ Bell, Jon (August 19, 2007). "Pittsburgh's Last PCC Streetcars: The Drake Shuttle (Route 47D)". Retrieved July 23, 2008. 
  14. ^ a b "Pittway Corporation". FundingUniverse.com. Archived from the original on February 6, 2012. Retrieved February 10, 2012. 
  15. ^ Markowitz, Jack (May 1, 1968). "New Track At Pittway". Pittsburgh Post-Gazette. Retrieved February 10, 2012. 
  16. ^ "Pittsburgh Railways Company Records, 1872–1974, AIS.1974.29". Archives Service Center, University of Pittsburgh. Retrieved February 10, 2012. 
  17. ^ "Pittway Corporation". Bloomberg Business Week. Retrieved February 10, 2012. 
  18. ^ Schneider III, Fred W.; Carlson, Stephen P. (1983). PCC From Coast to Coast. Interurban Press. pp. 160–183. ISBN 0-916374-57-2. 
  19. ^ Carlson, Stephen P.; Schneider III, Fred W. (1980). PCC-The Car that Fought Back. Interurban Press. p. Supplement sheet: Equipment Variations – North American PCC Cars. ISBN 0-916374-41-6. 
  20. ^ Carlson, Stephen P.; Schneider III, Fred W. (1980). PCC-The Car that Fought Back. Interurban Press. pp. 98–100. ISBN 0-916374-41-6. 
  21. ^ "Pittsburghtransit.info – Pittsburgh Railways / The PCC Car in the late 80's & 90's". August 28, 2005. Retrieved January 19, 2015. 
  22. ^ "Pennsylvania Trolley Museum – Port Authority Transit Car #4004". October 17, 2007. Retrieved August 8, 2009. [dead link]
  23. ^ "Vintage PCC trolley on South Park Road in Bethel Park". September 14, 2009. Retrieved September 21, 2009. 
  24. ^ "Mike Samolovitch Collection_0020 – PCC 4006". May 27, 2009. Retrieved August 8, 2009. 
  25. ^ a b Rick Laubscher (August 1, 2008). "Market Street Railway – Sixteen PCCs Out for Renovation Bids". Retrieved August 8, 2009. 
  26. ^ Janice Crompton (May 7, 2009). "Pittsburgh streetcar comes home". Pittsburgh Post Gazette. Retrieved September 24, 2009. 
  27. ^ "Craft Ave carhouse, Forbes Avenue, Oakland". Retrieved September 2, 2010. 
  28. ^ a b c Schneider, Fred W. III (1983). PCC From Coast to Coast. Glendale, CA: Interurban Press. pp. 168–169. ISBN 0-916374-57-2. 
  29. ^ "Historic Pittsburgh – Glenwood Car Barn". 1890–1910. Retrieved November 23, 2010. 
  30. ^ "Historic Pittsburgh – View of trolley barn on Felicia Way looking from Lang to Homewood Avenue.". 1924. Retrieved December 8, 2010. 
  31. ^ "$400,000 Flash Fire Destroys Homewood Car Barn, 14 Trolleys". The Pittsburgh Press. May 19, 1955. Retrieved December 8, 2010. 
  32. ^ John Burke (July 2003). "Homewood Coliseum" (PDF). Pittsburgh Redevelopment News (Urban Redevelopment Authority of Pittsburgh). Retrieved December 8, 2010. 
  33. ^ a b Ingram Historical Society (2007). Images of America: Ingram. Arcadia Publishing. pp. 26–29. ISBN 0-7385-4993-2. 
  34. ^ "Historic Aerial". Historic Aerials. Nationwide Environmental Title Research, LLC. Retrieved 12 July 2012. 
  35. ^ "Ascension Parish, Ingram". Diocese of Pittsburgh Archives and Records Center. Retrieved May 1, 2011. 
  36. ^ "Steel City Traction 3 North Side Story Narration Script". Retrieved October 30, 2009. 
  37. ^ "Millvale History". Retrieved November 23, 2010. 
  38. ^ "Millvale Car Barn". 1924. Retrieved November 23, 2010. 
  39. ^ "Lawrenceville Historical Society – Ask A Historian". March 19, 2006. Retrieved June 27, 2010. 
  40. ^ Smith, Harold A. (1992). Touring Pittsburgh by Trolley: A Pictorial Review of the Early Sixties. New York: Quadrant Press, Inc. ISBN 0-915276-48-8. 
  41. ^ "Historic Pittsburgh maps 1917 Volume 7 – South Side and Southern Vicinity (West Half): Plate 32". 1917. Retrieved July 9, 2010. 
  42. ^ Bernadette Sulzer Agreen. McKees Rocks and Stowe Township. McKees Rocks Historical Society. 

External links[edit]