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Mechanized streetcars rose out ofa need toreplace horse- the wide variety ofdifferent electric railway systems, no single drawn streetcars. The horse itselfpresented the greatest problems: system had yet emerged as the industry standard. Early lines horses could only work a few hours each day; they were expen- tended tobe underpowered and prone to frequent equipment sive to house, feed and clean up after; ifdisease broke out within a failure. The motors on electric cars tended to make them heavier stable, the result could be a financial catastrophe for a horsecar than either horsecars or cable cars, requiring a company to operator; and, they pulled the car at only 4 to 6 miles per hour. 2 replace its existing rails withheavier ones. Due to these circum- The expenses incurred inoperating a horsecar line were stances, electric streetcars could not yet meet the demands of staggering. For example, Boston's Metropolitan Railroad required densely populated areas, and were best operated along short 3,600 horses to operate its fleet of700 cars. The average working routes serving relatively small populations. life of a car horse was onlyfour years, and new horses cost $125 to The development of two rivaltechnological systems such as $200. Itwas common practice toprovide one stable hand for cable and electric streetcars can be explained by historian every 14 to 20horses inaddition to a staff ofblacksmiths and Thomas Parke Hughes's model ofsystem development. Inthis veterinarians, and the typical car horse consumed up to 30 pounds model, Hughes describes four distinct phases ofsystem growth: ofgrain per day. Despite these disadvantages, horsecars, riding on invention and initialdevelopment, technology transfer from one rails, were better than the omnibus (running on any surface it region to another, growth, and a point where a system's growth encountered), so horsecar lines were eventually built in300 U.S. attains substantial momentum to move forward ina definite cities.3 direction. Hughes notes that a system's growth is sometimes During the 1870s and 1880s, some streetcar officials began to impeded by what he calls "reverse salients;" a technological look toward mechanical alternatives to the horsecar. The two advance shows initial promise, only to slow the system's overall most promising options were the cable car and electric streetcar, advance. As a result, the system does not attain substantial but both required special conditions to operate successfully. Cable momentum until "inventors, engineers, and other professionals" car systems utilized a continuous cable that ran through a conduit identify and correct the reverse salients. 8 dug into the street between the rails. A device called a "grip" Historian George Hiltonnotes a similar pattern in the street extended from the bottom ofa car into the conduit. To move, an railway industry withcable-drawn and electrically powered operator called a "gripman" manipulated the grip so that it streetcars. The electric streetcar did not become an effective grasped the cable; the cable then pulled the car along the street. competitor against the cable car until 1888, when Frank Sprague To stop, the cable was released and the gripman engaged a hand synthesized the workofearlier pioneers inthe field. Prior to brake. 4 Cable cars were twice as fast as horsecars, and could Sprague's work, less than 60 miles ofelectric street railways handle larger crowds. They could also climb steep hills,were not existed inthe U.S., as compared to 90 miles ofcable railways. prone to disease, did not pollute city streets, and could operate in Hiltonfurther states that cable railways continued to expand all kinds of weather. Between 1873 and 1893, over 300 miles of until 1893, when standardized and improved motor control cable car lines were built inU.S. cities. 5 mechanisms made itpossible for electric railways to dominate The problem withcable car lines, however, was their inflexi- the industry. 9 bilityand high construction cost. Heavily reinforced conduits Both cable and electric systems were adopted inPittsburgh at needed tobe laid inthe middle of city streets to house the cable the same time, and the latter embraced both pre- and post- and its complex network of guide pulleys. The more hills,curves, Sprague types. The transition fromhorsecars to cable and electric and underground utilities that were encountered along a route, railways, and then entirely to electric railways, was remarkably the more elaborate and expensive was the conduit. Powerhouses swift,entailing only 10 years (1887-97). to move the cable also had tobe constructed along the line's immediate route. As a result, lines tended to be constructed in Pittsburgh: A Case Study heavily populated areas where large numbers ofpatrons could withan ideal location at the junction of the provide the street railway companies witha return on their Allegheny, Monongahela, and Ohio rivers and an abun- investment. 6 Blesseddance ofbituminous coal, Pittsburgh had become a major Electric streetcar lines, on the other hand, were not as industrial center by the middle of the nineteenth century. expensive to build. Power could be distributed above ground Pittsburgh's original horsecar line,operated by the Citizens' either through overhead wires or third rails,eliminating the need Passenger Railway Company, opened in1859. It ran parallel to for an expensive conduit. The flexibilityoffered by overhead the Allegheny River eastward along Penn Street (now Penn transmission lines enabled powerhouses tobe located anywhere, Avenue) between downtown Pittsburgh and Lawrenceville. 10 not just along a line's immediate route. Unlike cable car lines, By the early 1860s, there were three horsecar lines inaddition which had to be routinely shut down for inspection, electric lines to the Citizens' road, each headed by different local entrepre- could operate around the clock. Furthermore, streetcars powered neurs. The Pittsburgh, Allegheny and Manchester Traction Co. by electric motors could travel inreverse ifnecessary, something rannorthward from downtown Pittsburgh through neighboring cable cars could not do. 7 Allegheny City to the town ofManchester. The Pittsburgh and Electricity was stillinits infancy inthe mid-1880s, and due to East Liberty Passenger Railway Co. provided service between

Pittsburgh History, Summer 1994 downtown Pittsburgh and Oakland viaFifth Avenue. Finally, the Pittsburgh and Birmingham Traction Co. provided service for communities along the south bank ofthe Monongahela River. By the mid-1880s, the original fourhorsecar lines had expanded their routes and 10 additional companies were formed. 11 During the late nineteenth century, Pittsburgh experienced tremendous growth inits population. Due to the arrival ofnew residents and the annexation ofsurrounding communities, Pittsburgh's population rose from 86,076 in1870 to 238,617 by 1890. lz Although such an increase inpopulation was beneficial to Pittsburgh's street railway operators, the inherent limitations of the horsecar prevented them from taking fulladvantage ofthis growth. Contemporary accounts ofPittsburgh horsecar service were often less than glowing, and when mechanized street railway routes began to appear inthe late 1880s, descriptions ofthe Preceding pages: Car #9 of the Above: Downtown Pittsburgh, animal railways became outright hostile. The slow, monotonous Citizens' Passenger Railway, Penn Avenue and Seventh pace of the horses and the shabby appearance of the conductors Pittsburgh's first horsecar line, Street, 1889. Bottom: Although and drivers (sometimes the same person) made horsecar rides less is shown in front of the Butler the major horsecar lines were than desirable. Furthermore, some companies dispensed with Street Barn, the city's first gone by 1895, the South Side's stoves for winterheating, choosing instead to keep hay and straw street railway facility when it Sarah Street horsecar held out "...on the floor for keeping the feet warm and for collecting mud opened in1859. until August 1923.

57 The Mechanization of Pittsburgh Street Railways and filth,which is readily transferred to the ladies' dresses. It also (6,953,131 passengers in 1888 and 10,832,192 in1889). Both lines serves another end, that ofmaking the air very unsavory." 13 reduced the time of travel from the East End to downtown from 100 minutes to 32. Central Traction also experienced a consider- Cable and Early Electric Railways in Pittsburgh able jump inits annual ridership: 187 percent between 1888 and the mid-1880s, Pittsburgh's street railway operators began 1890, from 1,062,235 passengers to 3,049,852. 20 seeking mechanical alternatives for the horsecar. Pitts- Unlike the cable car lines, which used the routes offormer Byburgh's East End was ideal for cable car service, since this horsecar companies, Pittsburgh's early electric lines were entirely area of Pittsburgh experienced the greatest increase inpopulation new. As a result, they met withvarying degrees ofsuccess. For for this period. Between 1870 and 1890, the population ofthis area instance, the Pittsburgh, Knoxville and St. Clair Street Railway Co. increased from 42,700 to 55,282 inthe wards closest to downtown, was formed inSeptember 1886 withthe intent ofcompeting with and from 29,998 to 103,091 inthe eastern-most wards. Three cable the funiculars ascending Mt.Washington. The railway adopted the car lines were constructed inthe East End during the late 1880s. 14 system of Leo Daft, a pioneer inelectric street railways and an Pittsburgh's first cable car line was builtby the Pittsburgh early advocate ofoverhead power wires. The car fleet consisted of 21 Traction Co. in1888. Obtaining most ofits route from an earlier one 35 horsepower electric locomotive and several trailers. horsecar company (the Pittsburgh, Oakland, and East Liberty), The Pittsburgh, Knoxville &St. Clair never competed success- Pittsburgh Traction operated along FifthAvenue between fullywiththe Mt. Washington funiculars. Passengers apparently downtown and East Liberty.15 The opening ofa new cable car line preferred the direct inclined planes of the latter to the winding, 2.5 was often greeted withoverwhelming crowds ofcurious passen- mile route ofthe electric railway. The Daft road never expanded gers during the initial weeks ofservice. Shortly after Fifth Avenue and was bought out and dismantled in1892. 22 cable service began, the following appeared in the Pittsburg Press: Another Daft railway was constructed in the South Side in1888 ....Rushing inhaste to the cars together, by the Suburban Rapid Transit Co. The line ran for 2.5 miles along Hanging inside to the thongs ofleather, Hanging on outside by bar and rail, Hanging on anyhow, by tooth and nail... Punching withelbows and stepping on toes, Injuring tempers and injuring clothes; Wickedest thinking and wickedest talk— Anything, anything rather than walk....16 Pittsburgh's second cable car line,that ofthe Citizens' Trac- tion Co., went into service early in1889. Like Pittsburgh Traction, Citizens' Traction obtained most ofits route from a horsecar line (the Citizens' Passenger Railway Co.). Itran along Penn Avenue between downtown and Lawrenceville. InLawrenceville, the line split at Butler Street, one halfremaining on Penn Avenue to East Liberty and the other halfgoing up Butler Street to the Allegheny Cemetery. 17 InEast Liberty,passengers could transfer to a horsecar line running to Wilkinsburg. At the Allegheny Cemetery, passengers could transfer to a horsecar line running across the Allegheny River to Sharpsburg. Itwas a common practice of the day for Pittsburgh Traction Co. cable pass street railway operators to vary the colors oftheir vehicles inorder cars on Fifth Avenue (now Sixth to distinguish which cars ran along which lines due to the large above High Street number of illiterate and non-English speaking residents livingand Avenue), Uptown. The number of cars visible in the working near itslines. Citizens' had itsEast Liberty cars painted background, two on each red and its Butler Street cars painted yellow.18 track, suggests the frequency Pittsburgh's third and final cable car line was operated by the of service. Central Traction Co. This line was considerably smaller than the other two, running only between downtown and Oakland via Wylie Avenue. Like Pittsburgh Traction and Citizens' Traction, Central Traction obtained its route from an earlier horsecar line. The Central Traction Co. built most of itsline in1889 and com- pleted itinearly 1890. 19 Cable car operation inPittsburgh was a success. Inits first year ofoperation, Pittsburgh Traction's annual ridership increased 194 percent. Citizens' Traction's annual ridership increased 56 percent

59 The Mechanization of Pittsburgh Street Railways the oldBrownsville turnpike. Unlike the Pittsburgh, Knoxville 8c not as expensive to build as cable systems, they were stillcapital St. Clair, which used trailers pulledby a locomotive, the Subur- intensive. Inaddition, the street railway operators were confront- ban road's fleet consisted ofseven motorized passenger cars. ed with the problem of which electric railway system to choose. Suburban Rapid Transit was considerably more successful than the other Daft road. The line eventually received permission to Expansion of Electric Railways inPittsburgh expand into downtown Pittsburgh via the Tenth Street Bridge reluctance to mechanize changed rapidly after the and operated independently wellinto the 1890s. 23 convincing demonstration of an electric railway system The thirdearly electric railway inPittsburgh was initially Thisdesigned by Frank J. Sprague. Sprague did not actually constructed inneighboring Allegheny Cityby the Observatory invent a new form of streetcar, but rather synthesized the work of HillPassenger Railway Co. The company's founders intended to his predecessors into a practical system. 27 Like most systems run a line between downtown Allegheny City and outer residen- before his, Sprague used overhead wires forpower distribution. tialareas to the north.24 The system used was devised by Edward Unlike his predecessors, Sprague devised a new way ofmounting Bentley and Walter Knight. Unlike most electric railway systems the streetcar's motors so that they were not shaken apart and so of the day, Bentley and Knight favored underground power the gears remained enmeshed withthe axles. 28 conduits similar to those ofcable railways. 25 Sprague's faith inhis system and inelectricity ingeneral was The first major Bentley-Knight system was installed in unshakable. As he later stated before the American Institute of Cleveland in1884. Itfailed, mostly due to conduit problems. Electrical Engineers (AIEE), "Althoughelectricity is a force of Learning from their mistakes inCleveland, Bentley and Knight unknown nature... and powerful and mysterious as itis... itis at supplemented the Observatory Hillconduit withoverhead wires. the same time the most tractable and law abiding agent with The Observatory Hillline was opened inFebruary 1888, and met which we have to deal." 29 In 1884 he formed the Sprague Electric withgreat success. Within three months ofopening, its fleet was Railway 8C Motor Co. withthe intention ofmarketing his new expanded from four to 14 cars and the railway obtained ordinanc- system. The system was first demonstrated inRichmond, Va., in es allowing itto extend into downtown Pittsburgh using the 1888 and inBoston, Mass., in1889. Sprague's system soon became Seventh Street Bridge. 26 the industry standard, versions of which are stillinuse today. 30 Despite the success ofthese cable and early electric railways, Only a few years after Pittsburgh's early electric and cable car other Pittsburgh street railway operators were reluctant to lines went into service, some dramatic changes had taken place mechanize. Cable railways were capital intensive, requiring high among Pittsburgh and Allegheny Citystreet railways. InJune levels of ridership to justify their expense. The three existing cable 1891, Street RailwayJournal published a survey ofstreet railways in lines already dominated the most heavily populated portion ofthe the two cities. Twelve major streetcar companies were identified city, and other areas did not have sufficient density to support (see chart to left). additional cable car lines. Although electric railway systems were Approximately 30-40 miles ofPittsburgh's street railways were mechanized by 1889. Ofthese, 23 miles were cable car lines Major Street Railways inPittsburgh and Allegheny City as ofJune 189131 and the remainder were electric. In1891, approximate- Number of ly140 miles of street railways Miles of Motive Passengers Carried inPittsburgh were mecha- Company Track Power Year Ending 6/30/91 nized. Ofthese, only 31 miles were cable and the remainder Pittsburgh &West End 0.50 animal 1,854,836 were electric. Five major street Allegheny Traction 7.00 animal 1,034,910 railways either electrified or were built as such during this Citizens' Traction 25.00 cable 12,547,868 period. The remaining animal- Pittsburgh Traction 2.67 cable 8,649,788 powered railways were Central Traction 8.00 cable 3,116,000 considering electrification at the time ofthe survey. 32 Pittsburgh, Allegheny &Manchester 18.00 electric 5,789,510 The firstmajor street Duquesne Traction 28.00 electric Under Cons. railway inPittsburgh to Pittsburgh &Birmingham 13.50 electric 4,843,039 electrify was the Federal Street Federal Street &Pleasant Valley 3.00 electric 6,859,000 3C Pleasant Valley Railway. Schenley Park &Highland Branch 1.00 electric Under Cons. The Federal Street &Pleasant Suburban Rapid Transit 2.25 electric 140,000 Valley system was created in Second Avenue 0.25 electric 1,808,993 July 1889 when the Observato- ryHillRailway merged with

Pittsburgh History, Summer 1994 the Federal Street &Pleasant Valley Passenger Railway Co. and the People's Park Passenger Railway. The company's directors were encouraged by the success ofSprague's system inother cities and by the local success ofthe Observatory Hillline.33 When itinstalled the Sprague system, some reconstruction was necessary along the Observatory Hillroute. Due to the greater weight of the electric cars, all ofthe old horsecar rails were replaced withheavier ones (a cost that was stillless expen- sive than a deep cable conduit). The new system began operating Car #5 of the Pittsburgh, Knoxville, &St. Clair Street inJanuary 1890. One year after the merger, the Federal Street 8C Railway and its locomotive. Pleasant Valley reorganized its routes into four major divisions, using 32 motorized cars and 10 trailers. Two years after the merger, the fleet had been expanded to 60 cars and was operating 24 hours a day. 34 Federal Street 8C Pleasant Valley officials again reorganized their company, now into fivemajor divisions. Like the manage- ment ofCitizens' Traction, they wished to make their system easy to use for those who could not read the destination signs on their cars. Unlike Citizens', which had only two major routes, the Federal Street system's five divisions made different car liveries a costly proposition. The Federal Street lines instead used a variety ofsymbols, each representing a different division: a red maltese cross, a gilt keystone, a blue shield, a green diamond, and a white eight-pointed star. 35 The success ofthe Federal Street 8C Pleasant Valley system greatly influenced the electrification of the Pittsburgh 8C Birming- ham Traction Co., formed during the late 1880s by prominent local banker and glass manufacturer H.Sellers McKee. McKee purchased two small horsecar lines, the Pittsburgh 8C Birmingham the Pittsburgh &Birmingham was able to sell its 350 remaining and South Side Passenger Railways, both lines operating inthe car horses at auction on 1July.39 South Side. The newcompany had two routes, both originating at The third major street railway company to electrify was also a 33rd Street. The first route went to the Union Railroad Station via horsecar operator that chose and then rejected cable traction. The the Smithfield Street Bridge and Liberty Avenue; the second route Pittsburgh, Allegheny &Manchester Traction Co. was formed was slightly longer, travelling downtown via the Tenth Street through a merger of twohorsecar operators in 1890. Like the Bridge and Second Avenue. 36 Pittsburgh &Birmingham, it was felt that the combined patron- The Pittsburgh &Birmingham originally intended to mecha- age of the two horsecar lines would justify the expense ofcable nize itshorsecar routes using cable traction (McKee felt the traction. Unlike the Pittsburgh & Birmingham, the Pittsburgh, combined patronage ofthe twohorsecar routes would justify Allegheny &Manchester's decision to adopt electricity instead of cable operation). To do so entailed widening the Smithfield Street the cable was less dramatic. As early as January 1890, some Bridge's deck, which the company began to do late in1889. 37 company directors were voicingconcern over the greater cost of When the Federal Street &Pleasant Valley railway began building a cable system as compared to building an electric one. 40 operating as an electric road inJanuary 1890, Pittsburgh & By April,the decision was made to electrify, and electrical opera- 41 Birmingham officials decided to examine the line. They were tions commenced late inthe summer of1891. impressed by what they saw, and announced that they would Perhaps the street railway that benefitted the most from electrify their lines rather than use cable cars. Inmid-April,Miller electrification was the Second Avenue Passenger Railway Co., Elliott,the Pittsburgh &Birmingham's superintendent, an- formed in1874 as a horsecar line operating in downtown Pitts- nounced that the company would continue widening the Smith- burgh. Not much is known about the Second Avenue's horsecar fieldStreet Bridge and thus benefit from a private right-of-way days, except that itwas poorly managed and indanger offinancial across the Monongahela River.38 collapse (annual ridership averaged less than 120,000 passen- The Pittsburgh &Birmingham's first electric revenue trip gers). 42 In1889, a group ofgentlemen under the leadership of took place at 10 p.m. on 18 June 1890. The trip was fraught with James D.Callery bought out the foundering operation. The new various difficulties,and ittook the car well over an hour to reach owners drastically rebuilt the line by extending iteastward to Union Station via the Smithfield Street Bridge. By the end of the Glenwood and double-tracking and electrifying its entire length. month, however, the company's service was entirely electric and The followingyear, the line expanded northwest to the Allegheny

61 The Mechanization of Pittsburgh Street Railways River. In1891, the line was extended again from Glenwood across the Monongahela River to Homestead. 43 The electrification and expansion of the Second Avenue line produced miraculous results. By running through major industrial centers such as Homestead, Second Avenue was able to capitalize on the large numbers ofindustrial workers residing inthose areas. Inless than three years its annual ridership jumped from 1 19,020 passengers to l,808,993. 44 By 1895, Street RailwayJournal no The Pittsburgh, Knoxville,&St. longer referred to the Second Avenue railway as a streetcar Clair Street Railway competed operation but as an interurban line. By acquiring other street with Mt.Washington's inclines railway companies inthe early 1890s, the Second Avenue railway in the late 1880s. Traditional came to own 55 miles ofdouble track and 78 motorized cars. horsecars were hauled by an boarding a Second Avenue car indowntown Pitts- electric locomotive powered, in Passengers burgh could travel as far east as McKeesport. 45 part, by a power rail,and major open in elsewhere by overhead wires. The fifth electric street railway to Pittsburgh Customers found they disliked was the Duquesne Traction Co. Inaddition tobeing a major the long track, sharp bends, electric railway, Duquesne Traction is significant because itwas and steep grade; infact, in the only one ofthe five railways that competed directly withthe August 1888, a motorman's cable cars. mistake let the motor and car Duquesne Traction was the creation ofChristopher Lyman slide to the bottom. The South Magee, a prominent Pittsburgh politician and businessman. 14th Street trestle carried cars (Magee had made an earlier attempt to run a street railway to Mt. Washington. between downtown Pittsburgh and the East End during the mid-

62 Pittsburgh History, Summer 1994 1880s. Intending to compete with Citizens' Railway [later Citi- Booth &Flinn constructed Duquesne Traction's lines inrecord — 47 zens' Traction], he was bought out by Citizens' in1887.) Once time some new lines were completed inunder a year. again, Magee intended toprovide service between downtown When the Duquesne line opened early in1891, its standard fare Pittsburgh, East Liberty, and Wilkinsburg. His main line ran from was lower than that ofPittsburgh Traction. A rate war ensued and downtown to Oakland viaForbes Avenue, roughly parallel to the was not resolved untillater that year when Duquesne Traction route ofthe Pittsburgh Traction Co. Duquesne Traction also was leased by Pittsburgh Traction for 99 years. The latter company controlled 14 satellite railways, most ofwhich were located in wouldoperate all ofthe lines controlled by the former, and would Oakland and the East End, totalling 35 miles of track. Asubstan- take in57 1/2 percent ofall revenue. Major stockholders ofthe tial carbarn was built on Craig Street near Fifth Avenue. This two companies were made directors of each other's company. The facility had storage tracks for 80 cars and maintenance facilities for agreement went into effect on 1January 1892. 48 an additional 22.46 On the surface, this appears to have been a considerable Magee employed the firmofBooth &Flinn tobuild hislines. victory for Pittsburgh's cable operators. Pittsburgh Traction Booth &Flinn was a dominant public works contractor in officials were especially pleased withthe arrangement because Pittsburgh, and was controlled byMagee's politicalpartner, state they could operate a 24 hour service from downtown Pittsburgh to senator WilliamFlinn.Local street railway officials noted that East Liberty using the Forbes Avenue electric cars. (Their cable

63 The Mechanization of Pittsburgh Street Railways was routinely shut down after midnight to allow for inspection and maintenance.) They could also make a substantial profit offof the many Duquesne lines serving other neighborhoods in the East End. However, the advantages ofcommon management were not lost on Magee, who would eventually formulate a plan to consoli- date all ofPittsburgh's East End street railways into an all-electric system. The electrification of the remainder ofPittsburgh's horsecar railways did not go unnoticed by the cable railways. When considering the abandonment ofhorsecars along their outer branches, the cable car operators also realized the advantages of electrification. In an attempt to draw more ridership from the upper portion ofits line,Pittsburgh Traction decided to build a short feeder line through Squirrel Hill.Due to the feeder's small size (only 2 miles), itwas felt that the costs ofcable traction were not justified. The company electrified the feeder and operated two electric cars. The venture proved tobe successful, as itadded an additional 500-800 daily passengers to the Fifth Avenue cable line.49 More substantial electrification was undertaken by Citizens' Traction. During the early 1890s, the company decided to electrify its Sharpsburg and Wilkinsburg branches. The first tobe electri- fied was the Sharpsburg route, which began electrical service in December 1891 with a fleet of10 cars. The East Liberty-Wilkins- The firstmajor street railway in burg route was electrified in 1893. 50 Pittsburgh to electrify was the The Central Traction Co. also expanded its service in1892 Federal Street and Pleasant withan electric line that ranapproximately 1 mile up Centre Valley Railway, created in July Avenue. Central Traction originally intended to extend its Centre 1889. Its cars used a variety of Avenue feeder all the way to Wilkinsburg (the company claimed symbols indicate the to such a route would be at least six minutes faster than existing destination for those who could routes to Wilkinsburg), but it was blocked byDuquesne Traction, read English. This sits not car which controlled trackage along part of Centre Avenue. 51 Realiz- in front of the Granite Building ing they would probably not get their Wilkinsburg line in the near at Sixth Avenue and Wood future, Central officials electrified its entire line in1894. This Street downtown. Opposite: eliminated a transfer point at the end ofthe cable portion of the Duquesne Traction Co. car #53. provided service along the cable portion where This line ran from downtown line and additional most needed. 52 through Oakland and Schenley service was Park to the eastern suburb of Pittsburgh residents were proud oftheir street railways Wilkinsburg. The creation of regardless oftheir motive power, so long as itwas not animal. political boss/street-builder The mechanized street railway seemed to symbolize the arrival of Christopher Magee, the line a new era. In 1895, the following appeared in the Pittsburg Dispatch: opened in 1891. One ofthe strongest evidences of the development ofmodern Pittsburgh is the fact that the street railways number not a single horse car line, and it is littlemore than ten years ago since the patient streetcar mule and the long-suffering horse were the sole motive power ofallthe lines that then existed. Seeing the multitude ofcable and electric cars running in every direction one can hardly realize that itis so short a time since they made their first appearance in America's great manufacture center. 53 The appeal ofthe cable car inPittsburgh and elsewhere was severely crippled by the perfection ofSprague's electric streetcar. Nolonger could cable proponents claim a superior street railway system. The consolidation ofmanufacturers and standardization ofequipment during the 1890s made iteasier for street railway companies to electrify, maintain, and upgrade their lines. Cable technology was beginning tolook very much like a

64 Pittsburgh History, Summer 1994 "reverse salient," while the electric streetcar continued to gather neys Charles McKee and George C. Wilson. 55 Elkins later an- momentum within the street railway industry. George Hilton nounced that there was going to be an attempt to consolidate all notes that the greatest period ofinvestment incable traction took ofthe major East End street railways: place from 1882 to 1893, when over 270 miles ofcable railways The roads under consideration are the Pittsburgh, Central, were built (over 85 percent ofall cable traction investment). From Duquesne and Citizens. They comprise the principal lines of 1893 to 1906 almost all ofthe nation's cable lines were either Pittsburgh. ...This willsave expensive competition and very abandoned or electrified, dropping from 305.1 miles in 1893 to largely in economical management, and prevent struggling for 29.3 miles in 1906. Post-Sprague electric street railways, on the future business; that is, prevent competitive lines seeking the other hand, experienced a growth during the 1890s that was same territory. 56 nothing short ofexplosive. By the turn ofthe century 15,000 miles On 23 July 1895, the Consolidated Traction Co. was incorpo- ofelectric railways had been built, representing a total investment rated. Magee and Whitney were named trustees. 57 ofover $2 billion.54 The officers of the Citizens' Traction Co. refusirefused to join the combine. This is understandable, since Citizens' was experiencing Consolidation of Pittsburgh Street Railways record levels ofridership. In 1894, Citizens' Traction carried and electric streetcars co-existed peacefully in almost 15 million passengers, 14 millionof which were carried by Pittsburgh for a few short years. On 13 May 1895, Phila- the cable cars alone. 58 Cabledelphia streetcar magnates P.A.B. Widener and William Realizing that Citizens' would never cooperate willingly with L.Elkins met with Christopher Magee, William Flinn,Colonel Consolidated, Magee chartered the Fort Pitt Traction Co. on 17 George W. Elkins (president of Pittsburgh Traction), and attor- July 1895. Fort Pitt Traction was little more than a holding

65 The Mechanization of Pittsburgh Street Railways itdid not take them long torealize they had acquired a mess. Consolidated Traction would be responsible for 130 miles of track. 60 This was complicated by both cable and electric motive power, fivepowerhouses (along withseveral different types of engines and generating equipment), fivemajor carbarns and numerous maintenance facilities,cars of allsizes and weights, and at least three different types oftrack. After much deliberation, itwas decided tobuild a new storage and maintenance facility inthe East End on Frankstown Avenue capable ofhandling all ofthe company's streetcars. Realizing this facility would eliminate the enormous carbarn on Craig Street (whichhe built only five years earlier), Magee converted the structure into a large public hall. Renamed Duquesne Gardens, the former carbarn hosted a variety ofevents, notably ice hockey. Itremained a Pittsburgh landmark formany years. 61 Anew powerhouse capable ofpowering all ofthe Consolidat- ed lines would be located along the Allegheny River at Twentieth Street. Allother powerhouses would be closed, thus sealing the cable car's fate.62 Due to recent improvements inelectrical motors and control CAN see actual trolleys, and learn more about them, at the equipment, allelectric streetcars in service prior Pennsylvania Trolley Museum inWashington, Pa. Celebrating its to 2 April1896 would be replaced withlarger and 40th anniversary this year, the museum has a new VisitorEduca- more powerful electric cars. Magee ultimately tionCenter currently featuring the new exhibit, "Movingthe had to acquire 1,400 of these new electric cars to YOU the replace existing car fleets. 63 Masses: Pennsylvania Trolleys and Electric Age." Visitors can also enjoy a scenic 2.5-mile round trip on a vintage trolley. With a bigger and heavier car fleet on the The museum's collections include 40 electric railway vehicles, a half way, allof Consolidated' s trackage had tobe dozen railroad pieces, and thousands ofphotos, artifacts, and documents. Of ripped up and replaced withheavier rails. For the the more than 500 members, over 50 regularly operate the trolleys for the former cable car lines, Magee planned to remove public, work on building track and overhead trolley wire, restore trolleys, or the cable conduits at the same time. Inorder to give tours. simplify routes, some trackage was removed The museum is open noon to 5 p.m. daily inJuly and August, and on altogether, while new connectors were built for weekends and holidays inMay,June, September and October. The museum is others. The most drastic example ofthis was the 30 minutes south ofPittsburgh. Take 1-79 toMeadowlands Exit #8 and follow total abandonment of Central Traction's Wylie the blue 'Trolley Museum" signs. Admission includes unlimited trolley rides Avenue line, which was replaced witha route that day, a guided tour ofthe carbarn and restoration shop, and viewing the running exclusively along Centre Avenue (the 64 current exhibits. Free parking and a picnic area are available. For more latter was more direct and had safer grades). information, call (412) 228-9256. © On 2 April 1896, the Consolidated Traction Co. took control of the East End's street railways. No time was wasted inputting Magee's grand reorganization plan to work. The firstcable line company intended topressure the management of Citizens' to go was Pittsburgh Traction, which ended service on 23 August Traction; the routes of the Fort Pitt line were to run parallel to the 1896. AllFifth Avenue service was suspended for twomonths as a Citizens' routes. John G. Holmes, president of Citizens' Traction, crew of 1,400 men used cranes to ripout the oldtracks and realized that the new street railway would probably use electric conduit: electric service began on 17 October 1896. 65 Central streetcars capable ofattaining faster speeds than the cable cars. Traction was next; discontinued only one week after the Fifth Holmes capitulated on 1November, and allowed FortPitt Avenue line, service was replaced immediately by the Centre Traction to lease the Citizens' lines. Several weeks later itwas Avenue route.66 announced that Pittsburgh Traction, Central Traction, Duquesne The Citizens' cable lines remained inservice a little while Traction, and Fort Pitt Traction would officially pass into the longer; the East Liberty branch was retired on 9 November 1896. control ofConsolidated on 2 April1896. Allegheny Traction However, cable cars continued to run between downtown and 59 announced that itwould jointhe combine as wellinJanuary. Butler Street until 14 June 1897. 67 When Magee and other Consolidated officials attempted to Despite the many advantages ofelectric traction, Pittsburgh's figure out how to manage their new company the following April, cable car lines were operating profitably when they closed in1896-

Pittsburgh History, Summer 1994 97. Inthe end, their limitations were exposed only when Pitts- 30 McShane, Technology and Reform, 19-20. Street RailwayJournal 10, no. 10, convention supplement (Oct. 1894): burgh street railway owners realized they could make even 74. 31 Street RailwayJournal 7, no. 10, convention supplement (Oct. 1891): 8. lines into a greater profits by reorganizing the East End streetcar 32 Pennsylvania, Annual Report, Secretary ofInternalAffairsfor1888-1889 (Harrisburg, comprehensive network. They also realized electric railway 1889), 824-829. Pennsylvania, AnnualReport, Secretary ofInternal Affairsfor1891-1892 technology could adapt more easily to the new demands imposed (Harrisburg, 1892), 830-838. Street RailwayJournal 7, no. 10, convention supplement by such a network — something cable technology just could not (Oct. 1891): 35-36. 33 Street RailwayJournal 7, no. 10, convention supplement (Oct. 1891): 19. do.® 34 Street RailwayJournal 6, no. 5 (May 1890): 254. Street RailwayJournal 7, no. 10, convention supplement (Oct. 1891): 19-20. 35 Street RailwayJournal 7, no. 10, convention supplement (Oct. 1891): 20. Notes 36 Street RailwayJournal 7, no. 10, convention supplement (Oct. 1891): 31. McKee also 1Street RailwayJournal 7, no. 10, convention supplement (Oct. 1891): 1. — controlled several street railway companies inNew York and NewJersey. 2 Frank Rowsome, Jr., Trolley Car Treasury: ACentury ofAmerican Streetcars Horsecars, 37 Pittsburg Press, 29 Jan. 1890, 1. Street RailwayJournal 7, no. 10, convention supplement Cable Cars, Interurbans, and Trolleys (New York, 1956), 20-21, 25-27. (Oct. 1891): 31. 3 George W.Hilton, The Cable Car inAmerica: ANew Treatise upon Cable orRope Traction 38 Pittsburg Press, 29 Jan. 1890, 1. Elliottestimated that the Pittsburgh &Birmingham as Applied to the Working ofStreet and Other Railways, 2d ed. (Lajolla, Ca., 1982), 14-15. could save as much as fourminutes' running time bykeeping its cars free from other Rowsome, TrolleyCar Treasury, 17, 25-27. bridge traffic. Street Railway Journal 7, no. 8 (Aug. 1891): 427. 4 Joel A.Tarr, Transportation Innovation and Changing Spatial Patterns inPittsburgh, 1850- 39 Street RailwayJournal 7, no. 8 (Aug. 1891): 427. 1935 (Chicago, 1978), 14. 40 Pittsburg Press, 20 Jan. 1890, 7. 5Hilton, Cable CarinAmerica, 158. Rowsome, TrolleyCar Treasury, 51, 53. 41 Street RailwayJournal 10, no.3 (Mar.1894): 158. 6 Hilton, Cable CarinAmerica, 149-150. T.C. Martin, "Electric Street Cars," Transactions 42 Street RailwayJournal 7, no. 10, convention supplement (Oct. 1891): 33. Street Railway ofthe American Institute ofElectrical Engineers 4(Dec. 1886-July 1887): 29. Journal 11, no. 8 (Aug. 1895): 502. 7 Hilton, Cable CarinAmerica, 155-156. FrankJ. Sprague, "The Solution ofMunicipal 43 Street RailwayJournal 7, no. 10, convention supplement (Oct. 1891): 33. Rapid Transit," Transactions ofthe American Institute ofElectrical Engineers 5 (Sept. 1887- 44 Street RailwayJournal 7, no. 10, convention supplement (Oct. 1891): 34. Oct. 1888): 355-358. 45 Street RailwayJournal 11, no.8 (Aug. 1895): 502-503. 8 Thomas P. Hughes, Networks ofPower: Electrification in Western Society, 1880-1930 46 James, "Transportation inPittsburgh," 73. Street RailwayJournal 7, no. 10, convention (Baltimore, Md., 1983), 14-15. supplement (Oct. 1891): 23. Eugene C. Thrasher, "The Magee-Flinn Political Machine: 9Hilton, Cable Car inAmerica, 45, 156-158, 162. Rowsome, TrolleyCar Treasury, 80. 1895-1901" (M.A.thesis, University ofPittsburgh, 1949), 2-3. 10 Tarr, Transportation Innovation, 6-7. 47 James, "Transportation inPittsburgh," 73. Thrasher, "Magee-Flinn Political 11 Tarr, Transportation Innovation, 6-7. Machine," 23. 12 Tarr,Transportation Innovation, 10-11. 48 Street Railway Gazette 7 no. 1 (16 Jan. 1892): 8. 13 Street Railway Journal 6, no. 5 (May 1890): 258. 49 Street RailwayJournal 6, no. 9 (Sept. 1890): 434. 14 Tarr, Transportation Innovation, 41. 50 Street Railway Journal 8, no. 7 (July 1892): 401. Street Railway Journal 10, no. 4(Apr. 15 Hilton, Cable Car inAmerica, 380, 385. 1894): 215. 16 Pittsburg Press, 25 Oct. 1888, 4. 51 Hilton, Cable Car inAmerica, 387. Pittsburg Dispatch, 22 July 1892, 7. Pittsburg Dispatch, 17Hilton, Cable Car inAmerica, 380, 385-386. 13 Nov. 1894, 3. 18 Hilton, Cable Car inAmerica, 380, 385-386. 52 Hilton, Cable Car inAmerica, 387. Pittsburg Dispatch, 23 Feb. 1894, 2. 19 Hilton, Cable Car inAmerica, 380, 387. 53 Pittsburg Dispatch, 17 Oct. 1895, p. 10. 20 Tarr, Transportation Innovation, 14, 16. 54 Hilton, Cable Car inAmerica, 158, 161. Rowsome, TrolleyCar Treasury, 95. 21 William A.James, "The History ofUrban Transportation inPittsburgh and 55 Pittsburg Dispatch, 13 May 1895, 1. Allegheny County withEmphasis Upon the Major Technological Developments" 56 Pittsburg Dispatch, 21 May 1895, 1. (M.A.thesis, University ofPittsburgh, 1947), 46. 57 W.C. Farnsworth, "History ofConsolidated Traction Company and Its Underlying 22James, "Transportation inPittsburgh, "47. Companies" (1900), 1, 38-40. Archives ofIndustrial Society, University ofPittsburgh 23James, "Transportation inPittsburgh," 85. Street RailwayJournal 7, no. 10, convention Libraries, Pittsburgh. supplement (Oct. 1891): 34. 58 Hilton, Cable Carin America, 385. 24 Street Railway Gazette 1, no.9 (Sept. 1886): 275. 59 Pittsburg Dispatch, 12 June 1895, 1-2. Pittsburg Dispatch, 24Dec. 1895, 3. 25 Rowsome, Trolley Car Treasury, 71-72. Street RailwayJournal 10, no. 10, convention 60 Pennsylvania, Annual Report ofthe Secretary ofInternal Affairsfor1896 (Harrisburg, supplement (Oct. 1894): 74. 1897), 492. 26 Street Railway Gazette 3, no. 5 (May 1888): 74. Street Railway Journal 4, no. 6Qune 61James, "Transportation inPittsburgh," 65, 73. 1888): 139-140. Street RailwayJournal 7, no. 10, convention supplement (Oct. 1891): 19. 62 Pittsburg Dispatch, 24 Dec. 1895, 3. 27 Clay McShane, Technology and Reform: Street Railways and the Growth ofMilwaukee, 63 Electric Railway Gazette 14, no. 14 (10 Apr. 1896): 233. 1887-1900 (Madison, 1974), 16. 64 Pittsburg Dispatch, 24 Dec. 1895, 3. 28 Rowsome, TrolleyCar Treasury, 83. Street RailwayJournal 10, no. 10, convention 65 Hilton, Cable Car inAmerica, 381-382. supplement (Oct. 1894): 74. 66 Hilton, Cable Car inAmerica, 387-388. Pittsburg Dispatch, 24Dec. 1895, 3. 29 Sprague, "Rapid Transit," 358. 67 Hilton, Cable Carin America, 385-386.

Photograph Credits Director's Gallery Page 78 Carnegie Library ofPittsburgh Page 51-53 Historical Society ofWestern Pennsylvania Page 79-85 Magee Women's Hospital The Mechanization ofPittsburgh Street Railways, 1886-1897 The Last Big Top Page 54-55 Pennsylvania Trolley Museum Page 88 Circus World Museum, Baraboo, Wis. Page 57 Top:Historical Society; bottom, Trolley Museum Page 89 University ofPittsburgh Hillman Library, Archives Page 58-63 Historical Society ofIndustrial Society, Ford E. Curtis Theater Page 64-65 TrolleyMuseum Collection Maternity Care in the Progressive Era: The Elizabeth Steel Magee Hospital Page 90-92 Carnegie Library Page 77 Magee Women's Hospital Page 93 Circus World Museum, Barboo, Wis.

Pittburgh Railways 67 The Mechanization of Street