April–June 1997 • $5.00 / Barcelona • McKinney Avenue Transit Authority • Dallas Area yyyyyyyyyyyyyyyyy

yyyyyyyyyyyyyyyyy Hedlights CONTENTS The Magazine of Electric Railways

yyyyyyyyyyyyyyyyy Published since 1939 by the Electric April-June Railroaders’ Association, Inc.

yyyyyyyyyyyyyyyyyVolume 59, Number 4–6 April-June, 1997 Columns

yyyyyyyyyyyyyyyyyStaff Editor and Art Director 3 Rail Transit News Sandy Campbell A roundup of rail transit activities in various cities around the world.

yyyyyyyyyyyyyyyyyContributing Editors Reported by Frank S. Miklos, E. L. Tennyson and J. William Vigras. Richard O. Ferret, Arthur Lonto, James N. J. Henwood, Jack May, 6 Rail Book Reviews Frank S. Miklos, Bruce J. Russell, yyyyyyyyyyyyyyyyyArthur Lonto’s historic photos illustrate James N. J. Henwood’s reviews Steve Siegerist, J. William Vigras of The Insull Chicago : CA&E, CNS&M, CSS7SB and The Best Way To Electric Railroaders’ Go: The History of the Baltimore Transit Company. yyyyyyyyyyyyyyyyyAssociation, Inc. Features

yyyyyyyyyyyyyyyyyE 8 Barcelona National Headquarters A breathtaking demonstration line along Diagonal Avenue. Grand Central Terminal By Frank Miklos with pictures by Richard O. Ferret.

yyyyyyyyyyyyyyyyyNew York City Mailing Address P.O. Box 3323, Grand Central Station 10 McKinney Avenue Transit Authority New York, NY 10163-3323 The other Dallas transit authority. By Bruce Russell.

yyyyyyyyyyyyyyyyy E-Mail [email protected] 13 Dallas Area Rapid Transit

yyyyyyyyyyyyyyyyySuccess beyond expectations. By Bruce Russell. Subscriptions Headlights is sent free to members On the Cover of the E.R.A. Applications for

yyyyyyyyyyyyyyyyyE.R.A. membership are supplied DART 127 is shown in the pedestrian zone along Brian Street upon request. in downtown Dallas. service is usually provided Changes of Address by single units. JACK MAY

yyyyyyyyyyyyyyyyySend address changes to the E.R.A. along with an old address label (Below) DART 111–114 inbound on the Red/Blue line from a recent issue. crossing 8th Street. STEVE SIEGERIST Correspondence

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yyyyyyyyyyyyyyyyy RAIL TRANSIT Four options are now line to penetrate further being studied for the into Glen Burnie, they extension of light rail preclude the MTA’s plans News beyond the Cromwell for future expansion Station. Two would to Marley Station or — follow Georgia Avenue as some observers REPORTED BY FRANK S. MIKLOS and one follows Eighth speculated — to Annapolis, 4 B&A Trail (BALTIMORE), E. L. TENNYSON Avenue. The fourth the state capital. Linking (right) will AND J. WILLIAM VIGRAS (PATCO) option would be to not Annapolis with the new not become extend the line at all. One light rail extensions to a light rail BALTIMORE of the Georgia Avenue BWI and the line. The 4-mile extension of proposals requires the Amtrak station in Balti- Banners the Baltimore Central demolition of 14 houses, more would create an inside Light Rail Line to Hunt a move which has drawn light rail line Baltimore’s Valley, with five new immediate opposition capable of carrying several Penn Station stations, will open in from residents. The million annual riders. (far right) September 1997. Exten- Eighth Avenue option Such a long-range announce sions to Amtrak’s Penn VICINITY/MAPBLAST would cost an additional prospect seemed possible the coming Station and to BWI Inter- the abandoned rail align- $10 million, but would because a new highway of a light rail national Airport will ment would have been serve fewer people. bridge constructed over connection both open in November. the most practical routing the Severin River was there. Eighteen additional cars for the extension, the least While the Georgia Avenue designed with provision are on order. Weekday expensive to build, the and Eighth Avenue align- for the future operation The Charles ridership currently least disruptive to the ments enable the light rail of light rail . Street bridge averages 22,000, with surrounding community (bottom over 30,000 on baseball and have the highest right) game days. Almost half potential ridership. provides of the riders are new a good to mass transit. The former Baltimore & vantage Annapolis Railroad point for Maryland Governor Parris right-of-way was this view of Glendening announced converted to a trail the light rail that the 13-mile Baltimore when freight service extension & Annapolis Railroad beyond Glen Burnie was to Penn Trail cannot be used for abandoned. Station. RAYMOND L. FOLEY

RAYMOND L. FOLEY an expansion of the Balti- Unfortunately for the 1 Newly more light rail system. MTA, nearly 1.5 million installed Baltimore’s MTA was Maryland citizens and tracks of the seeking the former B&A visitors walk, jog and light rail right-of-way to extend cycle along this paved extension to the light rail line further trail annually. There are Penn Station into Glen Burnie and several races run on the can be seen possibly to Marley Station trail by the Annapolis in this view next to one of the region’s Striders, including the taken on largest shopping malls. B&A Trail Marathon March 28, MTA studies asserted that in March. 1997. RAYMOND L. FOLEY HEADLIGHTS • APRIL–JUNE 1997 3 4 Car 846 APPLETON, is shown in WISCONSIN Milwaukee A non-profit organiza- in 1955 tion known as Trolley shortly Car ’86 Inc. is working to before restore former Milwau- the end of kee trolley No. 846 for trolley operation in Appleton. service in The group’s goal is to that city. make the car operational in time for the Wiscon- 2 Car 846 sin Sesquicentennial to today. be celebrated during the Volunteers summer of 1998. from Trolley Car ’86 Inc. Trolley service began in are working Appleton on August 18, to restore 1886. It was the first the car to TROLLEY CAR ’86 INC. hydro-electric powered Milwaukee trolley No. build a streetcar line Service is fast and effi- operating trolley system in the 978 and a 1946 Interna- on Colorado Avenue. cient, averaging 37 mph condition. , and possi- tional Harvester catenary Several SEPTA PCC cars including stops. Only 20 bly the world. Unfortu- line truck. Both of these are on hand, plus one cars are needed to carry nately, none of Apple- units will be restored to-be-restored original Green Line riders. ton’s original trolleys when the work on car car of Colorado exist, so the group chose 846 is completed. Springs. Funding, a Milwaukee trolley for however, is not NEW YORK its restoration efforts. complete. Approval has been given Car 846 was rescued COLORADO for a detailed study of from the swamps of SPRINGS utility relocation needed Kentucky where it sat in Voters have approved DENVER to permit restoration of derelict condition follow- a franchise for the Ground was broken and surface rail transit on ing its retirement from Colorado Springs and contracts were let to 42nd Street. Private service in the mid-1950s. Manitou Springs extend the Metropolitan enterprise has bid for the The group also owns Traction Company to Area Connection light opportunity to build and rail line eight miles south operate this crosstown to Englewood and Little- light rail line. Based on ton along the Santa Fe the current $1.50 right-of-way. RTD voted subway/ and to ask the electorate to the short length of the 2- approve funding of at mile route, the proposed least two or three light line is expected to be not rail lines to Lakewood only profitable, but faster and Federal Center, to than bus service as well. Denver Tech Center and to Aurora and the new The elimination of street- International Airport, cars on 42nd Street 50 about 45 miles in all. years ago brought the The election has been defunct Third Avenue dubbed “Guide the Ride”. Transit System into bankruptcy, from which it never fully recovered. LOS ANGELES Los Angeles light rail now carries 102,000 weekday riders: 46,500 on the Blue line, 37,500 on the Red subway line and 18,000 on the Green Century Freeway line. TROLLEY CAR ’86 INC. 4 HEADLIGHTS • APRIL–JUNE 1997 SOUTHERN PORTLAND SALT LAKE CITY NEW JERSEY In 1975 Ottawa, the Two new, low-floor The Utah Transit Author- PATCO has continued its federal capital of Canada, articulated light rail cars ity was pleased this program of rehabilitation instituted a policy of have made their first trip spring when multi- and improvements. Of market pricing for auto- through the Portland’s million dollar bids for particular interest is the mobile parking. To West Side subway tunnel construction work on its “E” mid-life overhaul of accomplish this, user- so that they may be Sandy light rail line came the 75 Budd-built 1968 side subsidies were trained with the original in almost 10% below transit cars. The program applied. Employers East Side (Gresham) MAX estimate. The 15-mile line began in 1981 and has bought bus tickets for cars to provide easier, is on former Union Pacif- been ongoing, with about their employees at a quicker access to the ic right-of-way to Provo, six cars done each year. sharp discount, permit- disabled. The low-floor parallel to the long-gone ting commuters to avoid cars are quartered in the Salt Lake & Utah The principal task of an the impact of high bus new Elmonica shops (interurban) Railroad. “E” mid-life overhaul is . Transit ridership west of Beaverton complete rewiring of the boomed as motorists toward Hillsboro, while car (600-volt cables had refused to pay for park- the original cars are kept SAN FRANCISCO been replaced in the ing and switched to at Ruby Junction in may 14 — The Bay Area 1970s) with all wires . By 1987 transit Gresham, 30 miles away. Rapid marked from end to end, ridership was up to Portland’s MAX weekday (BART) opened a 14-mile and all terminations at 370,300 trips per week- patronage is now about extension of the Castro terminal boards (replac- day, almost 50% higher 28,000 with only 23 cars and Livermore Valley ing end-to-end splices). than before market pric- scheduled. Additional line serving Dublin and All carborne equipment ing began. For the full cars are badly needed. Pleasanton. BART rider- is then overhauled to year of 1987, over 113 ship is at an all-time high “like new” condition. million passengers were of about 270,000 week- Electronic control carried on OCTranspo SACRAMENTO day passengers and boxes are replaced with (Ottawa–Carleton Trans- Light rail ridership grew growing, up 5% in one new units identical to portation Authority) to 28,100 per weekday, a year and 8% since the those in the 1980 Vickers buses, including transfer gain of 6% over 1996, an new stations were added. cars. WABCO D3 air passengers. all-time record. Const - The revenue-to-cost ratio compressorers are ruc tion commenced on has increased to 60%, replaced with new D4s. Despite the investment the 2.7-mile Mather Field well above the industry All work is done entirely of nearly $450 million extension of the Folsom average of 33%. BART in-house except the (Canadian) in this Boulevard line east of now serves 39 stations basic overhaul of trac- “world’s greatest busway” Butterfield station. The along 95 miles of line. tion motors which are (excluding the cost of City of Folsom, 22 miles sent out to qualified buses and garages), rider- east of the state capital shops. ship is now declining at and well outside the SAN JOSE a rate of about a million Regional Transit District, Electric rail transit in As of May 1997, 65 cars passengers a year. By elected to set up a light San Jose experienced its have been completed contrast, where light rail service to Sacramen- greatest expansion in and four are in process. rail transit has been to and will contract with many years this spring, There are no immediate introduced, ridership RT Metro to operate the starting with Santa Clara plans to overhaul the has boomed along with service as part of the Valley Transit Authority’s 1980 Vickers cars. A revenue. In Calgary, existing light rail system. Tasman extension about regular program of Sacramento and San one mile to Champion preventive maintenance Diego, metropolitan tran- Court, on the way to and component sit use is up 41% from Mountain View, 7 miles overhaul has kept them 1987–93, the same years to the west. Champion is in a state of good repair. quoted for Ottawa above. the 34th rail station in They have no major reli- Costs are down from the the valley. Light rail ability problems that 42¢ per passenger-mile in ridership in April 1997 would be addressed by the United States as a averaged 23,500 per an overhaul program. whole, to 36¢ per passen- weekday, up 19% over ger-mile in those light April 1996. E rail-served cities, a reduction of 14% in 1993.

HEADLIGHTS • APRIL–JUNE 1997 5 RAIL BOOKReviews

THE INSULL CHICAGO INTERURBANS: CA&E, CNS&M, CSS7SB by Gordon E. Lloyd, 1996 Morning Sun Books 11 Sussex Court Edison, N.J. 08820 8ʺ x 11ʺ hard cover, 128 pp., $50

lthough he has not exhausted traditional rail- road subjects, with this volume publisher ARobert Yanosey is broadening his coverage to include electric railways. To begin, he has picked the trio of Chicago area interurbans, at one time controlled by famous utility magnate Samuel Insull, whose empire collapsed in the Great Depression. They are the Chicago, Aurora and Elgin, the Chicago, North Shore and Milwaukee, and the Chicago, South Shore and South Bend, which still runs. The book is essentially a selection of photos from the collection of Gordon E. Lloyd, who took most of the shots, although there are a number scat- tered throughout from Although very extensive, Lloyd’s coverage was not some of his friends. complete; there are no shots of the CA7E on the ”L” structure, for example. Certain trains such as specials After a short introduction, are seen more than once, although in different loca- Lloyd gives an uncritical sketch of Insull’s life, accom- tions. Everyone will have his favorites, but this review- 1 No. 108 at plishments, and downfall, which he blames on “the er thought the South Shore coverage was the best, South Bend, vindictiveness of the New York bankers.” The body of perhaps because Lloyd worked near the line and Indiana, the book consists of three sections, each devoted to one because it still exists, thus offering greater opportuni- June 28, of the carriers, in the order listed in title. All begin with ties for photographers. There are a few small maps, 1970. a short introduction and shots of the passenger, freight and an interesting chart showing the relationships 2 South and work equipment on the rosters, followed by line- among the three interurbans. Shore at side scenes of considerable variety. Since Lloyd did not Michigan use color before 1950, most of the views date from that All told, Insull is an enjoyable look at a once vast City, Indiana, point. Captions provide detail and the author’s person- traction empire, through the lens of a skilled photog- July 5, 1971. al comments. Reproduction is excellent. rapher and his friends. E

6 HEADLIGHTS • APRIL–JUNE 1997 3 Three THE BEST WAY TO GO: THE HISTORY OF A few lines were abandoned in the 1930s, but more scenes from THE BALTIMORE TRANSIT COMPANY significant was the purchase of PCC cars beginning in June 7, 1962 by Father Kevin A. Mueller, 1997 1936. The first 27 cars were built by St. Louis Car (from top): Privately printed; available from Company; all subsequent orders were placed with The Baltimore Streetcar Museum, Pullman-Standard. Trackless trolleys appeared in 1938 Silverliner P. O. Box 4881 and new buses were purchased as well. Municipal No. 775 Baltimore, Maryland 21211 pressure resulted in the removal of from busy approaching 8ʺ x 11ʺ soft cover, 152 pp., $15 Howard Street in 1941. The company struggled prime right- through the war, but by 1945 National City Lines had of-way (PRW), n recent years several books have appeared on the purchased enough stock to gain control. The new Harrison St., topic of Baltimore’s urban transportation system. management wasted no time in revealing its true inter- Milwaukee. IYet another one is this offering on the Baltimore ests, paying the city $401,000 in disputed taxes in order No. 775 Transit Company, from its formation in 1935 to its to be relieved of its streetcar franchises, despite a court northbound sales to a public authority in 1970. ruling that the company was exempt from the taxes. on South “Modernization” began in 1945, based on the earlier 5th St., one Chronologically organized, The Best Way to Go presents study, except that NCL favored motor buses rather block north a brief background on predecessor United Railways than trackless trolleys. Because of heavy volume and of Mitchell and Electric Company, which failed financially in the limited capacity of buses, streetcars would remain Ave., Milw. 1933. Reorganized as BTC, the new company had 30 on high density routes. But falling ridership, improve- streetcar lines, six short “jerkwater” routes, 16 bus ments in bus technology, and municipal pressure North Shore routes and two amusement parks. A study commis- would doom even those lines. Gradually, through the Electroliner sioned by United Railways & Electric (UR&E) had 1940s and 1950s, trolley and trackless lines were No. 801, recommended a modernization program which converted to buses until the last two routes were aban- Chicago. would retain trolleys on the heavy lines, and convert doned in 1963. Labor disputes, constant fare increases, 4 With the the remaining ones to trackless trolleys, if they were disputes with public authorities and an increasingly Baltimore of medium density, or to buses. About eleven lines disinterested management led to the sale of the Metro- Streetcar would remaine rail. The rest of the book recounts politan Transit Authority in 1970 for $11.1 million. Museum, how this plan was followed in ensuing years. Balt. is one Father Mueller has done his research well, and The of the few Best Way to Go is filled with detailed information on cities with financial aspects, equipment, route modifications, a collection and other problems faced by BTC. He is particularly of ORIGINAL good in describing the relationship of National City streetcars Lines to the local firm. He is an adequate writer but representing occasionally redundant and choppy in his sentences. all periods There are numerous photographs scattered through- of its transit out, including a number of the rubber-tired fleet, but history. size varies from 2ʺ x 3ʺ to half a page, with the best being a series taken by Edward S. Miller around 1950 (top) Newly- grouped between pages 66 and 92. Reproduction is restored fair and some shots lack sharpness. Peter Witt no. 6119 There is a short bibliography but no index, and the pauses in book could use good maps. Timetable maps reprint- front of ed here are so small they are almost unreadable. the visitor Layout is uninspired, which is not unusual in center. privately printed works, but in the almost complete (middle) No. absence of commercial traction publishers, we should 7407, the be grateful it has appeared at all. last PCC to run in Balt., Father Mueller is commended for his efforts, which outside the fill in the gaps in Michael Farrell’s previous study on car barn. the early years of Baltimore. With its very reasonable price, the book is a real bargain. It probably will not (bottom) remain in print long, so those with an interest in Trolleys 1050 urban transportation are urged to get a copy now. E and 264 on the outer loop of the REVIEWS BY JAMES N. J. HENWOOD PHOTOGRAPHS BY ARTHUR LONTO museum line. HEADLIGHTS • APRIL–JUNE 1997 7 hen Barcelona eliminated its numerous plans for their reintroduction A low-floor car borrowed from system in the 1970s, on some of the city’s busiest corridors. Grenoble was operated over the tem- W there were many who felt One of these is Diagonal Avenue, which porary , which opened on June that the transit system was making a is a focal point for the development of 8, 1997. The public was invited to take big mistake. The operated over large office buildings and shopping free rides and get a preview of what the miles of wide boulevards where tracks malls. In an effort to gain support for proposed light rail service would be like. could have been segregated from other the project, a demonstration line was Barcelona is to be commended for traffic to provide a high speed light rail constructed along a six block section of taking such an elaborate, hands-on service. Since then, there have been that thoroughfare. approach to allaying the fears of citizens

BARCELONAA breathtaking six-block demonstration line along Diagonal Avenue offers commuters a peak at the city’s future. By Frank Miklos

8 HEADLIGHTS • APRIL–JUNE 1997 who might cringe at the thought of a Opening rail line running through their neigh- Day. Passing borhood, rather than relying on creative the 1-Illa marketing and artist renderings. shopping Even though Barcelona has an mall (above) extensive subway and underground on opening suburban railway system, the surface day. At left, bus system is forced to compete with modern automobiles on streets that are heavily office towers congested. Today the Tibidabo streetcar, create a which links a large amusement park fitting with a subway station, is the city’s only backdrop surviving surface rail line. Operating a for the sleek, fleet of vintage rail cars, it is popular low-floor with tourists and local citizens. LRV as At one time the Barcelona tram crowds system had a varied fleet of vehicles of curious ranging from single-truck open bench on-lookers cars to double deckers. In the mid-1960s gathered the Barcelona transit system purchased for a free test more than 100 PCC cars from Wash- ride at the ington, D.C. Although the DC Transit terminus system was known for its excellent of the six- maintenance, the PCCs were extensively block route. rebuilt prior to entering service in The curb Barcelona. The arrival of the PCCs is slightly enabled Barcelona to retire its oldest raised to equipment and give the system a fleet accomodate of mostly modern post-war cars. The the PCCs seemed at home in Barcelona temporary where many thoroughfares radiated track. away from large plazas with statues and RICHARD monuments in a setting similar to their O. FERRET former home in Washington, D.C. E

Mardi Gras. (left) A short section of girder rail was laid in grass next to a row of palm trees in the center divider of Diagonal Avenue. This creates a pleasing New Orleans flair. Girder rail set in pavement (right) makes up the rest of the line. RICHARD O. FERRET

HEADLIGHTS • APRIL–JUNE 1997 9 McKinney Avenue BRUCE J. RUSSELL Transit Authority The other Dallas transit authority. By Bruce J. Russell

Dallas is one of the PCCs. After buses replaced “Rosie.” (above) No. 122 was Avenue as a functioning few cities which trolleys, the wires were built in 1906 by the J. G. Brill trolley route whose main boasts a second removed and most of the Co. of Philadelphia for customers would be transit authority. In trackage was paved over shipment to Porto, Portugal, tourists. There was never addition to DART except for a section that where it ran until 1980. any intention of com- there is the McKinney Avenue Transit was set in red brick paving. It was then acquired by peting with regular bus Authority (MATA) which has been oper- In the late 1970s McK- San Francisco before being service. They envisioned ating a route contin- inney Avenue began a bought by MATA. Rosie’s an operating streetcar uously for more than eight years. Staffed revival with restaurants, appearance has been museum at a central loca- entirely by volunteers, the agency’s sole shops and upscale condo- improved by relocation of the tion with a representative purpose is the restoration and operation miniums locating there. A resistor grids from the roof fleet of running streetcars of antique trolley cars. group of people who liked ends to beneath the floor. which would become part Trolley cars ran on McKinney streetcars began asking if of the local scene. Avenue from 1890 until 1956. This it wouldn’t be nice if trol- Two men of extraordi- double-track line on the periphery of leys could once again run over the nary vision, Edward Landrum and downtown witnessed a wide variety of “quaint old tracks.” They had in mind Philip Cobb, organized the ambitious cars including Dallas’s rare double-ended the restoration of a portion of McKinney scheme and obtained permission from

1 0 HEADLIGHTS • APRIL–JUNE 1997 the city to fix the tracks and erect over- countries. Those which are presently Birney was fabricated from scratch in head wire. Insurance issues had to be restored and operable are housed in a MATA’s shops using Melbourne motors. addressed and opposition from prop- facility located on Bowen Street a block Two other members of the McK- erty owners along McKinney Avenue from the northern end of the line. It was inney fleet arrived fully intact. Nick- overcome. Luckily, when the full scope formerly a garage for trucks and con- named Matilda, the first is car 369, a of the project was laid out, most modi- tained inspection pits built into the floor. double-truck giant from Australia. This fied their stance. Restaurateurs and cafe With rail in place they were perfect for W-2 class car was built in 1925 by James owners viewed the antique streetcars examining the undersides of trolley cars. Moore, Ltd. for the Melbourne & Met- not as rolling junk but as a means of This structure also houses the organiza- ropolitan Tramway Board. The second bringing customers to their establish- tion’s offices and electrical substation. is a single-truck car 122 from Porto, Por- ments. In addition, the Dallas Conven- Power is purchased from Texas Utilities tugal. Nicknamed Crescent Rose/Rosie, tion & Visitors’ Bureau threw its full and converted to 600 volts DC. Since it was built by J. G. Brill Company in support behind what came to be known only a few vehicles can be housed here, 1906. Imported to the United States in as the McKinney Avenue Transit others are stored elsewhere. 1980, Rosie ran for three years in San Authority. To them the quaint “oldies” Two streetcars are original Dallas Francisco before finding its way to were another item which could be listed models. Car no. 186 is a 1913 Stone & Texas. Both of these “foreigners” ran in in colorful tourist brochures. Webster double-trucker. Nicknamed their respective cities until just before To pay for the project Mr. Cobb and Mr. Lan- drum raised $3 million in private sector dollars while the city obtained $2 million in UMTA grants from the federal govern- ment. Asphalt and con- crete were removed from the tracks where neces- sary. New rail was installed at the ends of what was to be a 2 mile line. On the southern por- tion, the two tracks merge into one which turns off McKinney Avenue and extends for three blocks on St. Paul Street. Here the double-ended cars reverse ends and switch trolley poles. On the northern segment a bal- loon loop was constructed requiring laying of new BRUCE J. RUSSELL rail on adjoining side Meals on Wheels. Currently Green Dragon, it ran until they were brought to American shores. streets. Last year money under restoration is this 1954. When it was retired Because the two large double-truck was appropriated to former Northern Texas the trucks and electrical trolleys consume more electricity than extend the line south into Traction interurban. When gear were sold for scrap. their smaller cousins, they are only the West End historic and finished, it will be a dinner Prior to being restored, operated when there is sufficient entertainment district, trolley offering gourmet Green Dragon was discov- patronage, which is usually on week- and east to the City Place meals. ered in 1979 being used as ends. And while volunteers do the nec- office and shopping com- a hay barn. The other Dallas essary maintenance, each vehicle does plex. Both of these points car is a single-truck Birney have a corporate sponsor who provides are also served by the new Dallas light safety car no. 636, built in 1920. Nick- some financial support. rail system. Easy transferring between named Petunia, it graced the streets of The group owns additional street- the old trolleys and the sleek new LRVs Dallas until 1947 when the 600-class Bir- cars that are in storage and not being will be possible. The extensions will neys were replaced by PCC cars. Petunia used at the present time. They are: more than double the length of the line. was made into a summer cottage after it Dallas City Consolidated Street Railway The McKinney Avenue Transit was retired. Trucks and electrical gear for horsecar no. 39; Dallas Railway Stone & Authority has a sizable fleet of vintage both cars were obtained from old Mel- Webster 183 and 189, 10 window; Dallas vehicles from Dallas and three foreign bourne, Australia, cars. The truck for the Railway Stone & Webster 323, 13

HEADLIGHTS • APRIL–JUNE 1997 1 1 window; Dallas Railway 749 Peter Witt Under active restoration in the car- a larger barn, the cars will be restored under restoration at Gomaco; Denison barn is a former Northern Texas Traction and maintained there. A potential site is & Sherman steam dummy no. 4; and interurban which will become a restau- currently being studied. Transit Commission PCC cars rant trolley patterned after Melbourne, Some 54 non-paid men and 4613 and 4614. Australia’s highly successful dinner tram. women form the nucleus of the McK- The PCCs will be pressed into service Gourmet meals complete with vintage inney Avenue Transit Authority. when the McKinney Avenue line is wine will be served as it slowly makes its They operate the cars, collect the extended, probably in 1999. Once service way from West End to City Place and fares, do maintenance and rehabili- to the West End entertainment district returns. Elegance will be the watchword, tation work, and handle public rela- commences ridership is expected to soar with a hefty fare to boot. (This shouldn’t tions. The fact that this endeavor has and the additional capacity of the PCCs be a problem for rich Dallas citizens like lasted for so many years and is about will be needed. A southern balloon loop J. R. Ewing and others.) The remaining to expand is testimony to their ded- will also need to be laid to enable run- cars in storage will eventually return to ication. Membership costs $25 a year ning of the single-ended PCCs. use. If the group is successful in procuring and is open to anyone. E

“Green Dragon.” (right) Pride of the McKinney fleet is this standard Stone & Webster “turtleback” type, restored to “as new” condition. It was built for Dallas in 1913 by St. Lewis Car Co. and ran in regular service until 1954. Before being rescued by MATA in 1979, no. 186 had been used as a hay barn for 22 years.

“Petunia. “ (below) Known as a Birney Safety Car, no. 636 was built in 1920 for the Dallas Consolidated Electric Street Railway by J. G. Brill of Philadelphia and was in service until retired in 1947. When it was discovered in 1980, Petunia was being used as a house.

BRUCE J. RUSSELL

JACK MAY “Matilda.” (right) The largest operable trolley in the McKinney fleet is this 1925 vintage ex-Melbourne, Australia, Class W-2 car built by James Moore Ltd. Because of high electricity consumption, no. 369 runs only at certain times.

BRUCE J. RUSSELL 1 2 HEADLIGHTS • APRIL–JUNE 1997 DallasSuccess Beyond Expectations by Bruce J. Russell

n Friday, June 14, 1996, the decades of planning, political maneu- of the people commuted by car. Only Dallas Area Rapid Transit vering, early defeats, revisions, compro- the poor and the elderly used the local O(DART) system inaugurated mises, and ultimately luck. bus system in significant numbers. service on the first segment of its 20 mile The residents of the Lone Star State’s Because of this over-dependence on “starter” light rail system. It will eventu- second largest city were almost totally automobiles, the Dallas area was a ally be extended 33 miles into other automobile dependent. After the last prime example of suburban sprawl. parts of the four county area which has streetcar routes (some using double- a combined population of 2,700,000 and ended PCCs) were abandoned in 1956, Dallas Bound. Inbound Blue Line LRV no. 136 is growing. The arrival of light rail miles and miles of freeways criss- having left the center-of-the-road reservation transit in the nation’s eighth largest crossed the region, gasoline was plen- on Lancaster Road speeds toward downtown metropolitan area was the result of two tiful and inexpensive, and the majority Dallas. JACK MAY

HEADLIGHTS • APRIL–JUNE 1997 1 3