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]

PCC types[edit]

Listed by delivery date:

  • 1936: Number 100,
  • 1937: 1000–1099,
  • 1938: 1100–1199,
  • 1940: 1200–1299,
  • 1942: 1400–1499,
  • 1945: 1500–1564,
  • 1945: 1600–1699,
  • 1948–9: 1700–1799.

Several of the 1700 cars were rebuilt by PAT in 1981.[18]

  • 4000 (was 1702)
  • 4001 (was 1720)
  • 4003 (was 1740)
  • 4004 (was 1739)
  • 4005 (was 1719)
  • 4006 (was 1767)
  • 4007 (was 1729)
  • 4008 (was 1709)
  • 4009 (was 1700)
  • 4010 (was 1757)
  • 4011 (was 1733)
  • 4012 (was 4000)
  • 4013 (was 1762)

Preservation[edit]

Pre-PCC[edit]

PCC[edit]

  • 1799(aka 1613): Preserved at the Pennsylvania Trolley Museum. Built for Pittsburgh Railways Co. in 1945 by St. Louis Car Company as 1613. In 1979 it was overhauled and renumbered 1799.

A number of the later cars were rebuilt by the Port Authority of Allegheny County and passed into preservation.

  • 4001: Static display in front of South Hills Village depot.
  • 4002: Undergoing restoration at Pikes Peak Trolley Museum in Colorado Springs
  • 4004: Preserved at the Pennsylvania Trolley Museum.[20]
  • 4006: Last seen in 2007 on west end of Detroit-Superior Bridge in Cleveland, labeled "Buckeye Trolley"
  • 4007: Static exhibit in Bethel Park, Pennsylvania with numbers removed.[21][22]
  • 4008: Acquired by San Francisco MUNI for the F Market & Wharves line.[23]
  • 4009: Acquired by San Francisco MUNI for the F Market & Wharves line.[23]
  • 4011: Buckeye Lake, Ohio: private owner (derelict)
  • 4012 (ex-4000): Buckeye Lake, Ohio: private owner (also derelict)

Work Cars[edit]

  • M1: Preserved by the Pennsylvania Trolley Museum. Originally built in 1890 by Pullman Car Company as an 8-wheel car for Pittsburgh, Allegheny & Manchester Street railway. Proving underpowered for Pittsburgh's hills, it was converted to a 4-wheel pay car in the 1890s. When Pittsburgh Railways was formed it was assigned the number M1 and continued service as a pay car.
  • M37: Snow sweeper, Preserved by the Pennsylvania Trolley Museum. Built in 1896 by McGuire Manufacturing Company as No. 9 for the Consolidated Traction Company. Upon the creation of Pittsburgh Railways it was renumbered M37.
  • M56(aka BV1): Snow sweeper, Preserved by the Pennsylvania Trolley Museum. Built in 1918 for the Philadelphia Company. It started service on the Beaver Valley traction line as #1. In 1935, due to money troubles, it was transferred to Pittsburgh Railways and renumbered M56.
  • M283: Crane car, Preserved by the Pennsylvania Trolley Museum. Built for Pittsburgh Railways Co. in 1929 by Differential Car Company.
  • M551: Side-Dump car, Preserved by the Pennsylvania Trolley Museum. Built for Pittsburgh Railways Co. in 1922 by Differential Car Company.
  • M210: Line car, Preserved by the Pennsylvania Trolley Museum. Built in 1940 by Pittsburgh Railways Co. in their Homewood shops using components salvaged from two other cars.

Routes[edit]

Routes operated by Pittsburgh Railways with date and fate.[24][25][26][27][28][29][30][31][32][33][34][35][36][37][38][39][40][41]

No. Route opened closed / renamed notes
1 Spring Garden by 1915[24] Oct 6, 1957[40] PCC from 1940, closed (low traffic)[25]
2 Etna by 1907 Sep 2, 1952[40] Interchange between PRCo and Pittsburgh and Butler Street Railway from 1907 until 1931.
PCC from 1938, closed (state took land for PA Route 28)[25]
3 Millvale by 1915[24] Sep 2, 1952[40] PCC from 1938, closed (state took land for PA 28 as with the 2)[25]
4 Troy Hill by 1915[24] Jul 7, 1957[40] Loop was in Troy Hill at Lowrie and Roessler Streets. PCC from 1940, closed (street paving / low traffic)[25]
5 Troy Hill (Lowrie and Gardner) by 1916[42] closed; number reassigned
5 Troy Hill via North Avenue by 1918[26] closed; number reassigned
5 Spring Hill Oct 6, 1957[40] PCC from 1946, closed (street paving / low traffic)[25]
6 Brighton Road by 1915 Jan 26, 1966 In 1915 timetable.[24] PCC from 1938. Became 6/13.[30]
6/13 Brighton Road via Emsworth Sep 1965 Dec 31, 1965 Cut back to become 6/14 Brighton Avalon[36] when the Avalon bridge (Spruce Run Viaduct) and Ben Avon Bridge (Ravine Street Viaduct), built in 1905, were closed to trolleys due to weight restrictions.[43]
6/14 Brighton Avalon Dec 1965 Apr 30, 1966[27]
7 Charles Street by 1915[24] Sep 1, 1961[30]
8 Perrysville Avenue by 1899[38] Sep 4, 1965[30]
9 Charles Street Transfer by 1916[42] September 14, 1951[41] Double-end shuttle (no loop or wye) between the 7 Charles Street and 21 Fineview services.
10 West View and Bellevue by 1915[24] Sep 4, 1965[30] Formed a loop with 15 Bellevue. 10 West View was counterclockwise as far as West View.
11 East Street and Madison Avenue by 1915[24] Sep 4, 1965[30] Short turn of the 10
12 Evergreen Road via East Street by 1908 February 1954[29] Interchange between PRCo and Pittsburgh, Harmony, Butler and New Castle Railway from 1908 until 1931. Double-end shuttle (no loop or wye).
13 Emsworth by 1915[24] Sep 3, 1966[30] became 6/13
14 Avalon by 1915[24] Apr 30, 1966[30] Short turn of the 13. Became the 6/14 when 6/13 was cut back to Avalon loop.
15 Bellevue and West View by 1915[24] Sep 4, 1965[30] Formed a loop with 10 West View. 15 Bellevue was clockwise as far as West View.
16 Shadeland[28]
17 Reedsdale
18 Woods Run via Union Line by 1915[24] Sep 1, 1961[30]
19 Western Avenue by 1915[24] Sep 1, 1961[30]
20 Rebecca (later renamed Reedsdale) by 1915[24] October 14, 1951[40] PCC from 1942. Closed (loss of Manchester Bridge ramp)[25]
21 Nunnery Hill by 1915[24] Nunnery Hill was an old name for the Fineview neighborhood
21 Fineview 1908[36] Apr 30, 1966[27][30] Maximum grade of 12.24% was steepest grade on system. Inbound route duplicated 8 Perrysville Avenue. Initially closed without bus replacement due to grades and narrow streets on outbound route.[41] Later duplicated by PAT bus route 11
22 Crosstown by 1918[26] Jul 4, 1964[30] From North Side (formerly Allegheny City) business area to 6th/5th in downtown.
23 Coraopolis – Sewickley by 1916[42] Jun 22, 1952[40] Crossed the Ohio River 3 times, twice to reach and leave Neville Island, then over the entire channel between Coraopolis and Sewickley[41]
24 Schoenville 1919[35] 1952[35] Isolated from main network on January 26, 1920 with the closing of O'Donovan's Bridge due to structural deficiencies. Operated with a single car (4344) that was maintained on the street at one end of the line until closure.
25 McKees Rocks – Island Avenue by Dec 1, 1910[37] Jun 21, 1959[40]
26 McKees Rocks – West Park by 1915[24] Jun 21, 1959[40]
27 Carnegie and Heidelberg by Dec 1, 1910[37] Jun 21, 1959[40]
28 Crafton Junction by 1916[42] Jun 21, 1959[40]
29 Crafton and Thornburg by 1915[24] closed, date unknown
30 Crafton and Ingram by 1915[24] Jun 21, 1959[40]
31 Ingram–Sheraden 1897[34] 1950[28] The Pittsburgh, Crafton and Mansfield (Carnegie) Railway was chartered to build a streetcar line through Sheraden in 1897. The line (combined in 1950 with Route 34 to form the 31/34 Elliott-Ingram) closed when the Point Bridge closed as the replacement did not have tracks.
32 Elliott by 1915[24] June 6, 1953[29] Double-ended shuttle. Later known as 32 P&LE Transfer due to line's eastern terminus at P&LE Station. Track and wire remained intact until 1956 for nonrevenue use.
33 Mount Washington via Point by 1915[24] by 1952[28] Double-ended shuttle
34 Elliott by 1916[42] Jun 21, 1959[40] Became 31/34 Elliott-Ingram in 1950[25]
35 Elliott (Lorenz Avenue only) by 1916[42]
35 Castle ShannonLibrary Loop Via Overbrook. Truncation of Charleroi interurban line. Direct ancestor of current Blue Line - Library
36 Fair Haven by 1916[42]
36 Castle Shannon – Drake Loop Via Overbrook. Truncation of Washington interurban line. Direct ancestor of current Blue Line to South Hills Village. Drake Loop service ended 1999
37 Fair Haven and Castle Shannon by 1916[42] Best known by later designation 37 Castle Shannon. Ran via Overbrook; nucleus of modern Blue Line
38 Mount Lebanon and Castle Shannon 1915[31] May 25, 1963[30] Outer end beyond W. Liberty Ave. became part of 42/38 Mt. Lebanon-Beechview
38A Mount Lebanon Castle Shannon Shuttle A double end shuttle between Castle Shannon and Clearview loop. Replaced by a rush hour extension of 38 Mount Lebanon.[28]
39 Brookline 1905[31] Sep 3, 1966[30] South along West Liberty Avenue and then turned east along Brookline Blvd.[28] Originally extended as far as Saw Mill Run, cut back in 1906.[31]
40 Mount Washington via Tunnel by 1915[24] Sep 3, 1966[30]
41 Mount Washington Short Line by 1915[24]
42 Dormont by 1915[24] became 42/38 Mt. Lebanon-Beechview when 38 trackage on West Liberty Avenue abandoned.
42/38 Mt. Lebanon-Beechview Formed from 42 Dormont and southern end of 38 Mount Lebanon. Direct ancestor of Red Line
43 Neeld Avenue by 1916[42] Short turn of the 42 and 42/38
44 Knoxville via Tunnel by 1915[24] circa 1968 Signed as 44 Knoxville-Pa. Sta. for its northern terminus. Combined with route 48 in late 1960s
44/48 Knoxville-Arlington circa 1968 Nov 14, 1971[40]
45 by 1916[42]
46 Brownsville Road by 1915[24] Sep 30, 1946 Became 49 Beltzhoover
47 McKinley and Southern by 1916[42]
47 Carrick via Tunnel by 1915[24] Mar 30, 1968 Rush-hour variant of Route 53; became the new route for the 53 itself in 1968
48 Arlington by 1915[24] circa 1968 Combined with 44 Knoxville circa 1968. Portions became part of 49 Arlington-Warrington in 1971
49 Beltzhoover via Brownsville by 1915[24] Nov 13, 1971[40] portions became part of 49 Arlington-Warrington
49 Arlington-Warrington 1971 1984 renamed 52 Allentown
50 Carson via Smithfield by 1915[24] Feb 26, 1966[30]
51 Bon Air by 1916[42] by 1959[28]
52 Carson via Tenth Street Bridge by 1915[24] by 1959[28]
52 Allentown 1984 March 27, 2011 Part of PAT Brown Line. Trackage remains active with no scheduled service.
53 Carrick via South 18th Street 1901[33] Nov 13, 1971 Terminus in Brentwood. Rerouted via tunnel March 31, 1968.[40] Last car 1627
55 East Pittsburgh via Homestead and Braddock by 1915[24] Jul 4, 1964[30] Replaced by bus when Glenwood Bridge rebuilt without trolley tracks.
55A Munhall via Homestead Jul 4, 1964[30]
56 McKeesport via Dravosburg 1895 Aug 31, 1963[30] The McKeesport to Dravosburg line was electrified by the McKeesport and Reynoldton Passenger Railway Company in 1892. The line from Pittsburgh was extended from Hays to Dravosburg in 1895 and a trestle linking the two lines was completed in 1897.[44]
56A Lincoln Place via 2nd Ave. Aug 31, 1963[30]
57 Glenwood Mar 1890[28] Jul 4, 1964[30] First permanent electric line in Pittsburgh, Second Avenue Traction Co. Short turn of the 56.
58 Greenfield by 1915[24] Jul 4, 1964[30]
59 Homeville – Homestead Mar 8, 1953[32] Double-ended shuttle[41]
60 East Liberty-Homestead Sep 20, 1958[29] Some cars extended to serve Kennywood Park, signed East Liberty-Kennywood
62 Trafford by Dec 1, 1910[37] May 2, 1962[30]
63 Trafford City Express by 1916[42]
63 Corey Avenue, Braddock by 1916[42] by 1953[28] Double-ended shuttle[41]
64 East Pittsburgh via Wilkinsburg by 1915[24] Jan 27, 1967[30]
65 Hawkins and North Braddock by 1915[24]
65 Munhall-Lincoln Place Sep 4, 1965[30]
66 East and West Wilkinsburg via Forbes by 1915[24] Jan 27, 1967[30]
67 Swissvale, Rankin and Braddock by 1915[24] Jan 28, 1967 Replaced by bus service 61B Braddock – Swissvale[30][45]
68 McKeesport via Homestead and Duquesne by 1915[24] Sep 20, 1958[29] Served Kennywood Park. Longest line on the system (13.8 miles)
69 Larimer via Ellsworth by 1915[24]
69 Squirrel Hill Sep 20, 1958[29] Short turn of the 68
70 North Highland by 1915[24]
71 Centre and Negley by 1915[24] Jan 27, 1967[30] Later called Negley-Highland Park
72 Bloomfield via Forbes by 1915[24]
73 North Highland via Forbes by 1916[42]
73 Highland Jan 27, 1967[30]
75 Wilkinsburg via East Liberty Jan 27, 1967[30]
76 Wilkinsburg via Hamilton Avenue by 1915[24] Jan 27, 1967[30] Signed simply as Hamilton. From Fifth and Market, along Fifth to Hamilton, to Brushton, to Tioga, to Wilkinsburg.
77 Wilkinsburg via Fifth Avenue by 1915[24]
77/54 North Side to Carrick via Bloomfield Sep 4, 1965[30] Fondly known as the "Flying Fraction". Cut back to loop on Seneca and Gist Streets July 8, 1963 due to repaving of Brady Street Bridge[40]
78 Wilkinsburg – Verona 1901[39] Mar 27, 1938 Originally the Wilkinsburg Verona Street Railway
78 South Highland Avenue via Fifth by 1915[24]
78 Laketon Rd. by 1953[28] Double end shuttle from Wilkinsburg to Highland Ave. This was a cutback of the line to Verona, Oakmont and Hulton
79 Forbes, Shady and Penn by 1915[24]
80 East Pittsburgh via Braddock and Homestead by 1916[42]
81 Atwood Street by 1915[24] September 8, 1951[40] Double-ended shuttle route with through downtown single-end cars in rush hours (outer end looped)[40]
82 East Liberty via Centre Avenue by 1915[24]
82 Lincoln Jan 27, 1967[30]
83 Centre and Herron by 1915[24] Short turn of the 82
84 Centre and Larimer (night car) by 1915[24]
85 Wylie and Bedford by 1915[24] Jan 26, 1966[30]
86 East Liberty Express by 1915[24]
87 Ardmore Jan 27, 1967[30] Second longest line on system (by 0.1 mile), at 13.7 miles. Line between Wilmerding and Wilkinsburg abandoned September 4, 1966[40]
88 Frankstown Avenue by 1915[24] Jan 27, 1967[30]
90 Penn Avenue and West Wilkinsburg by 1915[24]
92 Shady Loop via Penn by 1916[42]
94 Sharpsburg and Aspinwall by Dec 1, 1910[37]
94 Aspinwall 1938 Nov 12, 1960 Closed during replacement of 62nd St. Sharpsburg Bridge with Senator Robert D. Fleming Bridge, which did not have streetcar tracks.[30][46]
95 Butler Street Nov 12, 1960[30] Short turn of the 94; turned at 62nd & Butler
96 Penn and Negley via Butler by 1915[24]
96 E. Liberty-62nd St. Nov 12, 1960[30]
98 Larimer via Penn by 1916[42]
98 Glassport Sep 1, 1963 Closed following severe storm damage on August 3, 1963[47][48]
99 Evans Ave Glassport Double end shuttle from Glassport via Ohio Ave, 9th, Monongahela Ave, 5th Ave to Evans Ave.[28] Became 98 Glassport

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 suffixed 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.[49] 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.[40] 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.[50]

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.[51] In 1955 Barn No. 2 was destroyed by fire along with all of the equipment within it, which included fourteen PCC trolleys.[52] Homewood car barn closed in 1960, though the shops remained in use until January 1967 when all East End lines were closed.[40] 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.[53] 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,[54] an 8-road open yard capable of holding about 120 cars,[55] 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.[54] 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.[56]

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.[57] It catered for services 1, 2, 3, 4 and 5.[58]

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.[59]

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).[40] 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[edit]

The West Park car barn in McKees Rocks was a large facility with two barns and several outdoor sidings.[60] 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.[61] 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. 
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