Sydney Light Rail

July–September 1997 • $5.00 / The Legacy of Peter Witt • Traction Down Under: Sydney Light Rail CONTENTS RAIL TRANSIT Camden Yards, where a million in federal funds Hedlights mammoth new football to help build the new The Magazine of Electric Railways stadium is under South Light Rail Line Published since 1939 by the Electric July–Sept News construction. Two addi- 6.3 miles to Meadowview Railroaders’ Association, Inc. tional rail extensions, Road along the Western one to Baltimore- Pacific (now Union Hunt Valley Volume 59, Number 7–9 Pepper Road today of the five-station Washington International Pacific) right-of-way. H July–September, 1997 Columns un Hunt Valley extension Airport and a second to There will be six new t McCormick Road V

l l e Gilroy Road they can now leave a few Amtrak’s Penn Station, stations, including three y Ex Staff tension Warren Road minutes later. are scheduled to open with a total of 3,361 Editor and Art Director 3 Rail Transit News Timonium Park-and-Ride on December 6th of this parking spaces for Sandy Campbell A roundup of rail transit activities in various cities around the world. Revenue service to the year. The Baltimore Sun commuters. State and Contributing Editors Reported by E. L. Tennyson. Timonium Business Park new terminal began with has reported favorably local aid will provide Lutherville Howard R. Clark, James N. J. Maryland’s Governor on the new service. another $111 million to Henwood, Arthur J. Lonto, Jack May, ERA MAPS Parris Glendenning on complete the funding. 6 Rail Book Reviews Sandy Campbell, Frank S. Miklos, E. L. Tennyson, Designer board the first train. At 27 The Maryland Mass James N. J. Henwood reviews books about the Pacific Electric Railway of J. William Vigras miles from the south end Transit Administration Service will begin in Los Angeles and the Centennial State Trolleys of Colorado. Baltimore of the line at Cromwell in is also studying a new 2003. 24 additional cars Electric Railroaders’ Glen Burnie, this is the interurban light rail line will use the present line Features Association, Inc. Falls Road Central longest light rail line in which would run 30 to circulate around the Mt. Washington Light Rail North America except for miles from Frederick to state capitol downtown 4 Traction Down Under Extensions Northern Indiana’s South the end of the Washing- and terminate at the Shore Line, and is five ton Metro Red Line in Amtrak Capitol Corridor Trams return to Sydney. A stunning photo report by Howard R. Clark. National| Headquarters Cold Spring Lane miles longer than the Los Shady Grove, 18 miles station. Bus routes 63, Grand Central Terminal Angeles to Long Beach northwest of Washing- 64 and 67 now serve 8 The Legacy of Peter Witt Woodberry New York City tat Blue Line. The Maryland ton, D.C., to relieve this corridor with a n S ion en E P xt Mailing Address Peter Witt left much to the transit industry besides the car that still bears e n line averages 21.6 mph, projected gridlock on combined daily head- North Avenue n sio P.O. Box 3323, Grand Central Station his name. Text and photos by J. William Vigrass. Univ. of Baltimore / Mt. Royal for a running time of 75 Interstate Highway 270. way of 15 minutes. New York, NY 10163-3323 Cultural Center Penn minutes, which compares Montgomery County has Bus routes 5, 61 and 62 Centre Street Station E-Mail On the Cover Lexington Market favorably to the Los reserved the right-of- provide crosstown serv- [email protected] Univ. Center / Baltimore St. Angeles Blue Line average way for this proposal but ice to the stations at Convention Center Madison Ave. in downtown Cleveland was a hotbed of Peter Witt streetcar Camden Yards speed of 24.4 mph (espe- has not acquired any of Meadowview, Florin Subscriptions activity on the final day of service as seen here in J. William Vigrass’s cially considering that LA it. A busway is also being and Fruit Ridge. The 37- Headlights is sent free to members historic panorama of Public Square on January 24, 1954. Banners Westport has a downtown subway). studied, but this does not minute bus travel time Cherry Hill of the E.R.A. Applications for on the cars announced ceremonial free rides and despite the appear to be a viable will be reduced to 24

E.R.A. membership are supplied wintery weather a large crowd was on hand waiting to board Patapsco Eighteen new cars have alternative. minutes by light rail. upon request. a car on the southwest loop. Car 4117 lays over empty on Baltimore Highlands begun arriving from Changes of Address the “owl” loop while a fully-loaded car passes on Superior ABB Traction (Adtranz), MARC has placed an Since light rail first Nursery Road Send address changes to the E.R.A. Ave. to the left. (Below) Car 4057 rounds the junction North Linthicum which will bring the order with Bombardier opened in Sacramento irport along with an old address label of Clark Ave. and West 25th Street. J. WILLIAM VIGRASS WI A Exte total fleet to 53. Baseball for six additional 7,000 a decade ago, system B ns io from a recent issue. n Linthicum games generate the horsepower electric loco- transit ridership has Correspondence BWI Business District peak car demand, motives (similar to AEM- doubled, with light rail All inquiries regarding the activities requiring 36 on the 7s) for use on the 76-mile now carrying 28,000 per BWI Ferndale of the E.R.A. should be directed to Airport busiest days. Baltimore’s Penn Line between weekday on 32 sched- our New York headquarters. weekday ridership of Washington, Baltimore uled cars. Four cars are Cromwell Station Glen Burnie 22,000 on the Timonium and Perryville. The reserved for spares and Contributions line is expected to grow diesels they are to a shop margin. Each Send all items for publication BALTIMORE to 24,000 with the Hunt replace would be trans- scheduled car averages in Headlights to the editor. September 9, 1997 — Valley extension. ferred to the new 875 passengers per Manuscripts should be submitted For the 30,000 people who Further growth to 25,000 Frederick Line now weekday, 29 more than on diskette, e-mailed to our Internet work in Cockeysville, is projected by 2003. under construction. a busy New York address, or typewritten. Photos, home to 16,000 people Double track has been subway car — not bad illustrations and maps are needed as and the Hunt Valley Mall, built between Nursery for this small, car- well. Please send original negatives catching the Baltimore Road and Patapsco SACRAMENTO centric city. Light rail or slides when possible and include Central Light Rail Line Avenue to permit more August, 1997 — U.S. composes only 15% of descriptions for each image along used to require a drive to frequent service, but Secretary of Transport- Sacramento’s transit with your name and address. the Timonium Park-and- single track remains ation Rodney E. Slater fleet but carries 33% Ride terminus 4½-miles across the Middle signed the Full Funding of its passengers. | © 1997 Electric Railroaders’ Association, Inc. away. With the opening Patapsco River south of Agreement for $111 REPORTED BY E. L. TENNYSON All rights reserved. 990118 HEADLIGHTS • JULY–SEPTEMBER 1997 3 CONTENTS RAIL TRANSIT Camden Yards, where a million in federal funds Hedlights mammoth new football to help build the new The Magazine of Electric Railways stadium is under South Light Rail Line Published since 1939 by the Electric July–Sept News construction. Two addi- 6.3 miles to Meadowview Railroaders’ Association, Inc. tional rail extensions, Road along the Western one to Baltimore- Pacific (now Union Hunt Valley Volume 59, Number 7–9 Pepper Road today of the five-station Washington International Pacific) right-of-way. H July–September, 1997 Columns un Hunt Valley extension Airport and a second to There will be six new t McCormick Road V

E.R.A. membership are supplied wintery weather a large crowd was on hand waiting to board Patapsco Eighteen new cars have alternative. minutes by light rail. upon request. a car on the southwest loop. Car 4117 lays over empty on Baltimore Highlands begun arriving from Changes of Address the “owl” loop while a fully-loaded car passes on Superior ABB Traction (Adtranz), MARC has placed an Since light rail first Nursery Road Send address changes to the E.R.A. Ave. to the left. (Below) Car 4057 rounds the junction North Linthicum which will bring the order with Bombardier opened in Sacramento irport along with an old address label of Clark Ave. and West 25th Street. J. WILLIAM VIGRASS WI A Exte total fleet to 53. Baseball for six additional 7,000 a decade ago, system B ns io from a recent issue. n Linthicum games generate the horsepower electric loco- transit ridership has Correspondence BWI Business District peak car demand, motives (similar to AEM- doubled, with light rail All inquiries regarding the activities requiring 36 on the 7s) for use on the 76-mile now carrying 28,000 per BWI Ferndale of the E.R.A. should be directed to Airport busiest days. Baltimore’s Penn Line between weekday on 32 sched- our New York headquarters. weekday ridership of Washington, Baltimore uled cars. Four cars are Cromwell Station Glen Burnie 22,000 on the Timonium and Perryville. The reserved for spares and Contributions line is expected to grow diesels they are to a shop margin. Each Send all items for publication BALTIMORE to 24,000 with the Hunt replace would be trans- scheduled car averages in Headlights to the editor. September 9, 1997 — Valley extension. ferred to the new 875 passengers per Manuscripts should be submitted For the 30,000 people who Further growth to 25,000 Frederick Line now weekday, 29 more than on diskette, e-mailed to our Internet work in Cockeysville, is projected by 2003. under construction. a busy New York address, or typewritten. Photos, home to 16,000 people Double track has been subway car — not bad illustrations and maps are needed as and the Hunt Valley Mall, built between Nursery for this small, car- well. Please send original negatives catching the Baltimore Road and Patapsco SACRAMENTO centric city. Light rail or slides when possible and include Central Light Rail Line Avenue to permit more August, 1997 — U.S. composes only 15% of descriptions for each image along used to require a drive to frequent service, but Secretary of Transport- Sacramento’s transit with your name and address. the Timonium Park-and- single track remains ation Rodney E. Slater fleet but carries 33% Ride terminus 4½-miles across the Middle signed the Full Funding of its passengers. | © 1997 Electric Railroaders’ Association, Inc. away. With the opening Patapsco River south of Agreement for $111 REPORTED BY E. L. TENNYSON All rights reserved. 990118 HEADLIGHTS • JULY–SEPTEMBER 1997 3 SYDNEY LIGHT RAIL: AUSTRALIAN FOR SLEEK PHOTO REPORT BY HOWARD R. CLARK

HOWARD R. CLARK rams returned to the streets of Sydney, Spic and Span. (above) Opening Day. (below) Car day ceremonies for Sydney’s background is “C” class car 29, Trial Run. (left) Sidney Light Australia, on August 8, 1997. The new line Sydney Tramway Museum’s 2015 breaks though a new light rail line. Over- built in 1898. This car was used Rail car 2103 pauses at a Toperates between the Central Railway Station “scrubber” car 134s, built in barricade during opening looking the scene is a when the original line was station during trail runs prior and the developing Pyrmont district. It uses a ﬂeet of 1898, was borrowed to clean monorail train emerging opened in 1906. to opening day. In the 100% low ﬂoor cars based on the Variotram design. the new rails prior to the from one of that system’s background is the old power Until the late 1940s Sydney boasted a huge tramway start of service on the light circular stations. house which was built in system, but a program of conversion to buses led to rail line. New light rail car 1899 to supply the Sydney the elimination of all trams. The last route was 2101 occupies the adjacent Generation Gap. (right) Sydney HOWARD R. CLARK tramways with electricity. It abandoned on February 25, 1951. | track while the monorail Light Rail cars 2103 and 2107 Colonnade where an earlier is now known as the Power looms in the background. are shown on opening day in generation of trams once House Museum and is one of the Central Railway Station operated. On display in the the city’s major attractions. HOWARD R. CLARK HOWARD R. CLARK 4 HEADLIGHTS • JULY–SEPTEMBER 1997 HEADLIGHTS • JULY–SEPTEMBER 1997 5 SYDNEY LIGHT RAIL: AUSTRALIAN FOR SLEEK PHOTO REPORT BY HOWARD R. CLARK

HOWARD R. CLARK rams returned to the streets of Sydney, Spic and Span. (above) Opening Day. (below) Car day ceremonies for Sydney’s background is “C” class car 29, Trial Run. (left) Sidney Light Australia, on August 8, 1997. The new line Sydney Tramway Museum’s 2015 breaks though a new light rail line. Over- built in 1898. This car was used Rail car 2103 pauses at a Toperates between the Central Railway Station “scrubber” car 134s, built in barricade during opening looking the scene is a when the original line was station during trail runs prior and the developing Pyrmont district. It uses a ﬂeet of 1898, was borrowed to clean monorail train emerging opened in 1906. to opening day. In the 100% low ﬂoor cars based on the Variotram design. the new rails prior to the from one of that system’s background is the old power Until the late 1940s Sydney boasted a huge tramway start of service on the light circular stations. house which was built in system, but a program of conversion to buses led to rail line. New light rail car 1899 to supply the Sydney the elimination of all trams. The last route was 2101 occupies the adjacent Generation Gap. (right) Sydney HOWARD R. CLARK tramways with electricity. It abandoned on February 25, 1951. | track while the monorail Light Rail cars 2103 and 2107 Colonnade where an earlier is now known as the Power looms in the background. are shown on opening day in generation of trams once House Museum and is one of the Central Railway Station operated. On display in the the city’s major attractions. HOWARD R. CLARK HOWARD R. CLARK 4 HEADLIGHTS • JULY–SEPTEMBER 1997 HEADLIGHTS • JULY–SEPTEMBER 1997 5 4 PE freight depot, Union Station, Los Angeles, looking north from Aliso St.,

August 20, ARTHUR J. LONTO 1951. and 1000s, the heavy steel 1100s and 1200s, the combos, the box motors, the locomotives 4 (far right) and sundry work equipment. A few shots of No. 740 on the narrow gauge Los Angeles Transit Lines Ain Line cars conclude the book. looking southeast Captions are informative and include dates. A short past Amoco introduction and a list of the rail lines, as well as a station at two-page map, place the photographs in context. Nevin Ave., Reproduction is very good. The format is the usual Los Angeles, one followed by this publisher. August 8, 1951. If you appreciate views of a variety of big electric cars, in striking red paint and orange trim, rolling through the streets and countryside, under mostly ARTHUR J. LONTO sunny skies, then buy Paciﬁc Electric. You’ll enjoy it.

CENTENNIAL STATE TROLLEYS by Ken Fletcher, 1995 Colorado Railroad Museum P. O. Box 10 Golden, Colo. 80402 11″ x 8½″ soft cover, 160 pp., $25

hat did Aspen, Durango, Leadville and PACIFIC ELECTRIC, IN COLOR, Pueblo have in common? Aside from their VOLUME 1 Colorado location and railroad connections, by P. Allen Copeland, 1997 W they all supported streetcar operations at one time. Morning Sun Books From Englewood and Leadville — which managed to 9 Pheasant Lane build only short horsecar lines that never justified Scotch Pines, N.J. 07076 electrification — to the large systems of Denver and 8½″ x 11″ hard cover, 128 pp., $50 Pueblo, Centennial State Trolleys ranges across the ARTHUR J. LONTO JACK MAY Centennial state to illustrate all the trolley systems ore books have probably been written that ever turned a wheel there. 1 Ex-Pacific 1 Platte about the Pacific Electric Railway (PE) of Electric (PE) Valley, Los Angeles — which at one time styled Organized alphabetically by town name, each no. 1529 in M Denver, itself the “world’s greatest interurban” — than any section contains a short descriptive text, a map, and Long Beach, August electric railway. Whether accurate or not, PE exerted at least one photograph of the company under August 14, 1995. a powerful fascination on all who came in contact review. Reproduction of the 200 or so illustrations 1959. with it. A perusal of Pacific Electric helps to explain 4 Fort is excellent, and captions provide additional infor- 4 Ex-PE the appeal of this now defunct carrier. Collins, mation. All are black and white, except for the combine August cover pages, and a number are ½ page or larger in no. 1546 at P. Allen Copeland has assembled an impressive 1995. size. The book concludes with a bibliography and the Santa Fe array of photographs, made by many skilled lens- one striking shot of the state’s new trolley line in freight men, of scenes along the PE, generally in the downtown Denver. station in period from the late ’40s to the end of electric Perris, service in the ’60s. Grouped here by car type, they Reasonably priced, Ken Fletcher’s Centennial State August 16, include the small, attractive 100-series city cars, Trolleys stands as a visual record of Colorado’s once 1959. the numerous 600-series center door suburbans, extensive electric traction network. | the unusual double-ended PCCs, the wood 950s BOOKS REVIEWED BY JAMES N. J. HENWOOD ARTHUR J. LONTO JACK MAY 6 HEADLIGHTS • JULY–SEPTEMBER 1997 HEADLIGHTS • JULY–SEPTEMBER 1997 7 4 PE freight depot, Union Station, Los Angeles, looking north from Aliso St.,

CENTENNIAL STATE TROLLEYS by Ken Fletcher, 1995 Colorado Railroad Museum P. O. Box 10 Golden, Colo. 80402 11″ x 8½″ soft cover, 160 pp., $25

hat did Aspen, Durango, Leadville and PACIFIC ELECTRIC, IN COLOR, Pueblo have in common? Aside from their VOLUME 1 Colorado location and railroad connections, by P. Allen Copeland, 1997 W they all supported streetcar operations at one time. Morning Sun Books From Englewood and Leadville — which managed to 9 Pheasant Lane build only short horsecar lines that never justified Scotch Pines, N.J. 07076 electrification — to the large systems of Denver and 8½″ x 11″ hard cover, 128 pp., $50 Pueblo, Centennial State Trolleys ranges across the ARTHUR J. LONTO JACK MAY Centennial state to illustrate all the trolley systems ore books have probably been written that ever turned a wheel there. 1 Ex-Pacific 1 Platte about the Pacific Electric Railway (PE) of Electric (PE) Valley, Los Angeles — which at one time styled Organized alphabetically by town name, each no. 1529 in M Denver, itself the “world’s greatest interurban” — than any section contains a short descriptive text, a map, and Long Beach, August electric railway. Whether accurate or not, PE exerted at least one photograph of the company under August 14, 1995. a powerful fascination on all who came in contact review. Reproduction of the 200 or so illustrations 1959. with it. A perusal of Pacific Electric helps to explain 4 Fort is excellent, and captions provide additional infor- 4 Ex-PE the appeal of this now defunct carrier. Collins, mation. All are black and white, except for the combine August cover pages, and a number are ½ page or larger in no. 1546 at P. Allen Copeland has assembled an impressive 1995. size. The book concludes with a bibliography and the Santa Fe array of photographs, made by many skilled lens- one striking shot of the state’s new trolley line in freight men, of scenes along the PE, generally in the downtown Denver. station in period from the late ’40s to the end of electric Perris, service in the ’60s. Grouped here by car type, they Reasonably priced, Ken Fletcher’s Centennial State August 16, include the small, attractive 100-series city cars, Trolleys stands as a visual record of Colorado’s once 1959. the numerous 600-series center door suburbans, extensive electric traction network. | the unusual double-ended PCCs, the wood 950s BOOKS REVIEWED BY JAMES N. J. HENWOOD ARTHUR J. LONTO JACK MAY 6 HEADLIGHTS • JULY–SEPTEMBER 1997 HEADLIGHTS • JULY–SEPTEMBER 1997 7 Car 4109 pauses with two other cars on the Spring Garden Avenue wye in suburban Lakewood, Ohio in 1953. J WILLIAM VIGRASS THE LEGACY ofPETER WITT to the Street Railway Industry. By J. William Vigrass

8 HEADLIGHTS • JULY–SEPTEMBER 1997 HEADLIGHTS • JULY–SEPTEMBER 1997 9 Car 4109 pauses with two other cars on the Spring Garden Avenue wye in suburban Lakewood, Ohio in 1953. J WILLIAM VIGRASS THE LEGACY ofPETER WITT to the Street Railway Industry. By J. William Vigrass

8 HEADLIGHTS • JULY–SEPTEMBER 1997 HEADLIGHTS • JULY–SEPTEMBER 1997 9 THE LEGACYof PETER WITT

The name of Peter Witt Creature Comforts. (right) The center door franchise effective March 1, mendation to obtain 100 very lightweight has been associated with 1100-1300 series cars were noted for their 1910, from the City of trail cars (2000-2099) to increase capacity passenger comforts. Then-new 1263 with trailer Cleveland to the newly of the system quickly and at low cost. Use a particular streetcar design that has endured for decades. As late as 2205 is shown loading passengers at Public formed Cleveland Railway of two-car trains would also increase 1995, Peter Witt cars operated in Milan, Italy. Although transit profess- Square on the Euclid Avenue line around 1915- Company. The latter was capacity of Public Square’s several loop ionals and enthusiasts may know what a Peter Witt car is — it is even fairly 1916. This clearly shows the congestion at the COLLECTION OF J. WILLIAM VIGRASS the result of a merger of terminals by doubling the capacity of common knowledge that the car originated in Cleveland, Ohio — few doorways of the center-entrance and exit car “Private enterprise depending upon the Cleveland City Railway and the each traffic unit — the train rather than the know why it was developed, much less when. Even less well known that Peter Witt sought to overcome. public rights must not expect the public Cleveland Electric Railway. The franchise car. The November 1912 Brill Magazine to furnish the means of its own was a service-at-cost agreement, one cost described the event as follows: is the fact that Peter Witt initiated several innovations that helped make Safety Zone. (below) Car 5027 at the safety undoing. The public must not expect being a fair return of 6% on a fair invest- the Cleveland Railway Company the fastest large street railway system and zone stop in front of Windermere car house private enterprise, though enjoying spe- ment carefully monitored by the Street One Hundred Trailer Cars for one of the most efficient in the United States during the period of on March 31, 1946 enroute to Public Square. cial privileges, to give something for Railway Commissioner. He had a lot of Cleveland; Steel Underframe This was the highest numbered articulated 1912–1930, the hey-day of the street railway industry. nothing.” — Peter Witt. [Witt remained influence and used it creatively for the “The G.C. Kuhlman Car Company is unit. Note how the safety zone just includes So who was Peter Witt? What did he bringing trail car operation into promi- active in Cleveland politics until he died long-term benefit of the City, the Railway delivering 100 trailer cars, for single- the doorways of the second unit. Dented do? The following feature appeared in nence during the last few years. He is October 20, 1948.] and the citizens, and car riders of Cleve- end operation, to the Cleveland anticlimbers were common on Euclid. Brill Magazine, February 15, 1912: responsible for the scheme of “pay- The office of Street Railway Commis- land and its environs. Railway Company that are the result “Peter Witt, Street Railway Commis- leave” which has been in general service sioner was created by the Tayler Grant, a Witt’s first contribution was a recom- of an unusually careful analysis of the sioner of Cleveland, Ohio, was born in in Cleveland for a number of years, and Cleveland, 1869. He was City Clerk has resulted in overcoming the severe during four successive administrations congestion at the Public Square, in the of Mayor Tom L. Johnson, from 1903 to center of Cleveland from which all lines 1910. His comprehensive knowledge of radiate, and also at all terminals. In taxation and kindred subjects lead actual service the “pay-leave” method Mayor Johnson to appoint him head of of loading and unloading cars has been a tax investigation. He was made Street demonstrated to be equivalent to the Railway Commissioner by doubling of the capacity of Mayor Newton T. Baker, the lines at terminals. Mr. January 1, 1912, and is still Witt is well known as a serving in this capacity. speaker on city railway The scope of the duties of transportation, public Street Railway Commis- relations and economics.” sioner of Cleveland is very [The excerpt then goes broad, and includes the on to quote Mr. Witt…] planning and supervision “Between the car riders of extensions, routing, who own the streets, and schedules, rates of fare, private companies having ordinances controlling tracks therein, a constant, Peter Witt. The Street Railway tracked streets and car and at times a bitter, Commisioner of Cleveland, operation in general. Mr. struggle takes place. The Ohio, as he appeared in Brill Witt was the originator of spring from which flows Magazine in 1910. the alternate-stop plan, this stream of trouble is which has increased the the failure of both to railway schedule from 10 to 12 mph, understand each other. The former and has revolutionized the handling of demands a maximum service for a min- peak loads. He was the originator of the imum fare, while the latter give a min- Cleveland Center-Entrance Trail Car, imum service for a maximum fare. Both which has had much to do with are wrong! The principle that all must accept is, that the service shall be ren- J.William Vigrass is a project manager for Hill dered at cost. Cost in this instance must International, Inc. in Willingboro, N.J. He is currently be limited, for the car riders contribute Project Coordinator — Systems for the Tren Urbano the biggest part of the joint undertaking, Project of San Juan, Puerto Rico. Mr. Vigrass has been that is, a monopoly use of the street for an ERA member since 1949. transportation purposes.

10 HEADLIGHTS • JULY–SEPTEMBER 1997 J. WILLIAM VIGRASS HEADLIGHTS • JULY–SEPTEMBER 1997 11 THE LEGACYof PETER WITT

Peter Witt’s alternate stop plan cost nothing, was implemented quickly and increased average system scheduled speed 20%

local street railway situation. It was center of the city. The consequent con- Mayor Johnson. (top, at left) Statue of Tom L. other way. Some passengers would have long a question as to whether addi- gestion at that point during the hours Johnson in Public Square. He was Cleveland’s to walk an extra block to their stops on tional motor cars, or the introduction of peak load has grown to an extent mayor during the time of Witt’s activities. the way to work, others on the way of trailers would best fulfill the require- that some system must be developed home. Implementing alternate stops one Passing Gas. (below) Car 4109 passes a repair ments of the Cleveland traffic situation. affording both immediate relief and block at a time would have been a polit- crew at West 117th Street and Madison After many conferences, in which the greater capacity for future demands, ical nightmare, but the City Council Avenue, the border of Cleveland and questions were debated by both the and it remains to be seen if trailers can approved it for the entire city because of Lakewood, where a sewer gas explosion in railway management and the City be successfully added and operated its clear, overall benefits. For many years late 1953 caused heavy damage to the track Council, the decision finally favored the through the loops. A combined system Cleveland Railway Company’s annual structure and roadway. This led quickly to trailer car installation. The cars are of pay-as-you-enter and pay-as-you- report proudly proclaimed it was the the conversion to motor bus operation of the arranged for a large seating capacity leave is used in the trailer, in conjunc- fastest system in the U.S. It is ironic that last streetcar line in Cleveland. Car 4109 is and are built as light as prudence per- tion with a single center door, one-half today several large systems in the U.S. operating eastbound on the westbound track mits. A signal system, between the con- of the car being operated on the former still have transit stops at every street. approaching a temporary crossover that lies ductor of the trailer and the crew of and the other on the latter basis, the Soon after the arrival of 300 center on top of the paved track. the motor car, was devised which fare-box being the division between door trailers, the Railway Company insures safety to passengers and the two. The half-door marked Lakewood. (right, at top) Car 4104 operates acquired 201 center door motor cars in despatch in operation, for it is apparent “entrance” in the accompanying illus- on Madison Avenue near the end of the line several orders during 1913-1915. Cars that trailer operation, if not carefully tration, is used by all passengers, those in Lakewood. 1100-1149 were delivered by the G. C. planned, may result in embarrassing remaining on that end paying when Kuhlman Car Company, Collinwood, State Road. (right) Car 4078 rounds the curve delays and operating errors. Operation they leave, and those going into the Ohio (J. G. Brill of Ohio), in 1914. These on State Road at Brookpark Road near the in Cleveland is complex, for the reason other end having to pay when they cars had a longitudinal bench on the outer end of the State Road Line. Its that all main line cars have to run pass the conductor. At times of greatest left side (“devil strip side”) and trans- destination sign has already been changed either through or to the central loop congestion this system apparently verse rattan seats on the right. Cars for its return trip to Public Square. system in Monument Square, at the facilitates loading, as observations have J. WILLIAM VIGRASS PHOTOS 1150-1199 followed with longitudinal shown that during the evening rush The 2000s were followed by 2100- seats throughout, the same as in trailers. hour period the approximate ingress is 2199 and 2200-2299 in 1913. As noted in They were unpopular with riders and, in 94%, while egress approximates 6%. the Brill article, another objective of train later years, were used almost always as This shows the influx to be such as to operation was the increased throughput rush hour trippers. make it almost impossible for the con- of downtown terminal loops and inter- Soon thereafter, 1200-1300 were ductor to collect fares from all entering sections. A train, needing to stop and delivered with the same seating plan as passengers at heavy traffic stops. start at each intersection or car stop, 1100-1149. They proved to be popular “The door mechanism on the right took slightly longer than a single car to cars. Cars 1200-1235 were converted for side is pneumatically operated by the pass through an intersection. rapid transit service, with almost all conductor by means of push-buttons, Throughput was increased substantially. transverse seats and ran in revenue which allow the operation of a single Motorcars at the time had 4 x 40 hp service until the 1960s. Several remain door, or the opening or closing of both traction motors, so the average hp per as work cars and one as an historic car doors in unison, together with interde- axle fell to 20 hp for a train. Scheduled on the Shaker Heights Rapid Transit, pendent starting and stopping signal speed was slower but was an acceptable now the Green and Blue Line of the system. An emergency hand brake is trade-off, particularly following intro- Greater Cleveland Regional Transit placed at the conductor’s position. duction of Peter Witt’s alternate stop Authority. Six others have been pre- “The cars are mounted on trailer plan. Later cars had 50 hp motors. served in museums. trucks of the Brill No. 67-F type, spe- Peter Witt’s alternate stop plan cost Cleveland Railway was a major cially designed for this service. Each side nothing, was implemented quickly and hauler of people. The 1100-1200 motors frame is cast in a single piece, including increased average system scheduled and 2000-2299 trailers made a large pedestal tie-bar and bolster columns. speed 20% from 10 mph to 12 mph, traffic unit, 100′ long. Fully loaded, they No end frames are used, and the truck which reduced the number of cars or seated 130 passengers. Older wooden with its 22″ wheels and 4′ 4″ wheel base trains with crews needed to handle a pay-as-you-enter (PAYE) cars also is unusually compact.” given amount of traffic. The plan was hauled trailers. The 49′ trailer with an empty weight simplicity itself. Instead of stopping at Concurrently, PAYE cars operated of 26,340 lbs. weighed but 538 lbs. per every cross street, Cleveland streetcars most of Cleveland Railway Company’s foot. Every element of the car was sub- stopped at alternate streets. For example, service. Some older PAYE motor cars ject to weight analysis, one result being cars would stop at even numbered were converted to “boxcar” trailers by the use of 22″ diameter wheels. streets one way and odd numbered the reversing them and cutting doors in the

12 HEADLIGHTS • JULY–SEPTEMBER 1997 J. WILLIAM VIGRASS HEADLIGHTS • JULY–SEPTEMBER 1997 13 THE LEGACYof PETER WITT

Peter Witt’s alternate stop plan cost nothing, was implemented quickly and increased average system scheduled speed 20%

12 HEADLIGHTS • JULY–SEPTEMBER 1997 J. WILLIAM VIGRASS HEADLIGHTS • JULY–SEPTEMBER 1997 13