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| THE HISTORY OF THE COOLIDGE TERMINAL |
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| This Detroit News photo from June 22, 1948, shows the $199,800.00 Coolidge Terminal office building nearing the final stages of construction as part of an extensive $2.6 million DSR modernization and rehabilitation project. Also visible is the "Gas is Best!" natural gas reservoir in the distant background. These huge structures were once a common site in the city. (Walter P. Reuther Library, Wayne State University photo #29982 — see disclaimer below) |
The DSR's Fourteenth Street line—which
would be roughly equivalent to combining
today's Linwood line with the 14th Street
portion (south of Ferry Pk.) of the Fenkell
bus line — required miles of deadheading to
reach. Access to this route required pulling-
out along the rails of both the Grand River
and Oakman car lines until connecting the
route at Ewald Circle and Livernois. Later,
when the Oakman line was discontinued in
December of 1945, and its rails removed,
access from Coolidge was cut–off and the
Fourteenth car line was transferred to the
Woodward Carhouse in Highland Park.
This again left Grand River as the only car
line operating out of the Coolidge location.
Also located on the property was the DSR
bus operation, which had been expanding
rapidly since launched in 1925. During the
early years most routes were short feeders
under two miles long, requiring only one or
two buses. When the Coolidge Garage
opened in 1928, there were seven other
bus garages in operation at the time. How-
ever, many of the smaller leased buildings,
such as the American and Ward Avenue
Garages, were closed within a few months.
By 1937, only three of the largest garages
were left to house the DSR's fleet of 1,152
coaches —- of which 304 were assigned to
the Coolidge Garage (the second largest
in the system). The remainder of the fleet
was divided between the Highland Park
Garage (597 coaches) and the east–side
Kercheval Garage (251). But with the
DSR's bus operation continuing to expand,
more bus facilities were later added to other
properties. In 1938, the Coolidge Garage
underwent an expansion program, and bus
operations at Coolidge increased to more
than 500—mostly small (21-pass.)—buses.
Meanwhile, starting in June of 1930, a new
mode of public transportation had been
introduced to Detroiters—-electric powered
buses. On June 14, 1930, the Plymouth
Electric line began operations on Plymouth
Road. The six trackless trolley–buses used
to service the line, all built by Twin Coach,
were housed out of the Coolidge Garage.
Although there were extensive plans in the
works to expand this type of service along
the west-side of the city, economics forced
would be roughly equivalent to combining
today's Linwood line with the 14th Street
portion (south of Ferry Pk.) of the Fenkell
bus line — required miles of deadheading to
reach. Access to this route required pulling-
out along the rails of both the Grand River
and Oakman car lines until connecting the
route at Ewald Circle and Livernois. Later,
when the Oakman line was discontinued in
December of 1945, and its rails removed,
access from Coolidge was cut–off and the
Fourteenth car line was transferred to the
Woodward Carhouse in Highland Park.
This again left Grand River as the only car
line operating out of the Coolidge location.
Also located on the property was the DSR
bus operation, which had been expanding
rapidly since launched in 1925. During the
early years most routes were short feeders
under two miles long, requiring only one or
two buses. When the Coolidge Garage
opened in 1928, there were seven other
bus garages in operation at the time. How-
ever, many of the smaller leased buildings,
such as the American and Ward Avenue
Garages, were closed within a few months.
By 1937, only three of the largest garages
were left to house the DSR's fleet of 1,152
coaches —- of which 304 were assigned to
the Coolidge Garage (the second largest
in the system). The remainder of the fleet
was divided between the Highland Park
Garage (597 coaches) and the east–side
Kercheval Garage (251). But with the
DSR's bus operation continuing to expand,
more bus facilities were later added to other
properties. In 1938, the Coolidge Garage
underwent an expansion program, and bus
operations at Coolidge increased to more
than 500—mostly small (21-pass.)—buses.
Meanwhile, starting in June of 1930, a new
mode of public transportation had been
introduced to Detroiters—-electric powered
buses. On June 14, 1930, the Plymouth
Electric line began operations on Plymouth
Road. The six trackless trolley–buses used
to service the line, all built by Twin Coach,
were housed out of the Coolidge Garage.
Although there were extensive plans in the
works to expand this type of service along
the west-side of the city, economics forced
When the Detroit Department of Street Railways (DSR) opened its new Coolidge Carhouse and Bus Garage on
Sunday, February 26, 1928, it would place into operation the first transit property built by the City of Detroit that could
accommodate both streetcars and buses. Originally named after Coolidge Highway—-the street on which it was locat-
ed (which was renamed Schaefer Road in 1931)—-the combined streetcar and bus facility was constructed on the city's
sparsely populated northwest–side, within territory recently annexed from Greenfield Township. Located nearly eight
miles from downtown, Coolidge would be the farthest removed DSR facility from the city's core street railway grid, but
the closest to the developing newly acquired territories on the city's north and west sides.
On the same date the Coolidge facility opened, the Grand River streetcar line (which was split–off from the previously
combined Jefferson-Grand River line the year prior) was transferred from the east–side Jefferson Carhouse to the
new Coolidge Carhouse. Initially, Grand River was the only car line serviced by the Coolidge facility —- being easily
accessible, with the carhouse located just over ¼-of-a-mile north of the intersection of Grand River and Coolidge.
Although built for streetcar service, only two car lines, for the most part, operated out of the Coolidge facility. Because
of its far–away distance from most of the pre–1920s built street railway lines, only the heavily traveled Grand River line
(which required a large fleet of cars), and later, the lightly traveled Fourteenth Street line (which was a good distance
away via rail), were assigned to the facility.
Sunday, February 26, 1928, it would place into operation the first transit property built by the City of Detroit that could
accommodate both streetcars and buses. Originally named after Coolidge Highway—-the street on which it was locat-
ed (which was renamed Schaefer Road in 1931)—-the combined streetcar and bus facility was constructed on the city's
sparsely populated northwest–side, within territory recently annexed from Greenfield Township. Located nearly eight
miles from downtown, Coolidge would be the farthest removed DSR facility from the city's core street railway grid, but
the closest to the developing newly acquired territories on the city's north and west sides.
On the same date the Coolidge facility opened, the Grand River streetcar line (which was split–off from the previously
combined Jefferson-Grand River line the year prior) was transferred from the east–side Jefferson Carhouse to the
new Coolidge Carhouse. Initially, Grand River was the only car line serviced by the Coolidge facility —- being easily
accessible, with the carhouse located just over ¼-of-a-mile north of the intersection of Grand River and Coolidge.
Although built for streetcar service, only two car lines, for the most part, operated out of the Coolidge facility. Because
of its far–away distance from most of the pre–1920s built street railway lines, only the heavily traveled Grand River line
(which required a large fleet of cars), and later, the lightly traveled Fourteenth Street line (which was a good distance
away via rail), were assigned to the facility.
the electric trolley-coach service to be discontinued on August 8, 1937. The Plymouth electric buses had unfortunately
become a casualty of The Great Depression of the 1930's.
During the years leading up to the second world war, the DSR would continue to expand its bus operations, including a
plan made just prior to the war to replace the streetcars on the heavy Grand River line with motorbuses. However, the
arrival of World War-II resulted in government imposed regulations favoring increasing the usage of streetcars but the
limiting of bus mileage to help conserve rubber and gasoline for the war effort. These restrictions would place the DSR's
bus conversion plans temporarily on hold.
become a casualty of The Great Depression of the 1930's.
During the years leading up to the second world war, the DSR would continue to expand its bus operations, including a
plan made just prior to the war to replace the streetcars on the heavy Grand River line with motorbuses. However, the
arrival of World War-II resulted in government imposed regulations favoring increasing the usage of streetcars but the
limiting of bus mileage to help conserve rubber and gasoline for the war effort. These restrictions would place the DSR's
bus conversion plans temporarily on hold.
However, after the end of the war, the
DSR would again focus on its prewar
campaign to convert its entire system
over to "all-buses" by the early 1950s.
New bus facilities would be needed to
accommodate the expanding motor
coach operation. In addition to plans
to construct a new all-bus terminal
immediately adjacent to the proposed
Edsel Ford Expressway, it was also
determined that a number of current
facilities would have to be remodeled
and modernized to accommodate the
growing bus fleet.
In 1947, phase one of a $6 million
terminal modernization program was
completed with the opening of new
DSR would again focus on its prewar
campaign to convert its entire system
over to "all-buses" by the early 1950s.
New bus facilities would be needed to
accommodate the expanding motor
coach operation. In addition to plans
to construct a new all-bus terminal
immediately adjacent to the proposed
Edsel Ford Expressway, it was also
determined that a number of current
facilities would have to be remodeled
and modernized to accommodate the
growing bus fleet.
In 1947, phase one of a $6 million
terminal modernization program was
completed with the opening of new
| This Xerox photo shows a fleet of DSR Peter Witt style cars parked along the north end of the Coolidge property. Prior to 1947, streetcars assigned to the Grand River and Fourteenth Street car lines operated out of the Coolidge Carhouse. (Xerox photo copy courtesy of Kenneth Schramm) |
large storage bays that were added to the east-side Shoemaker Terminal. That same year construction would begin
on the new Samuel T. Gilbert Terminal, an all bus facility built within the city's mid-town section.
Also included in that $6 million project, was an extensive $2.6 million modernization and rehabilitation program begun
at the Coolidge facility. Effective on May 4, 1947, the Coolidge Carhouse was closed and the Grand River streetcar
line was converted to motor bus operation the following day. The cars and tracks on the property were then removed
and the former buildings completely demolished, with new buildings of "modern design" erected. An agreement was also
reached with the Arrow Steel Company, whose premises were adjacent to and north of the Coolidge property, for
the storage of DSR coaches during the construction of a new storage garage. An amount of $800.00 was to be paid
to the company for temporary storage of coaches over a six month period. Although similar in both design and layout
to the Gilbert Terminal (which was under construction at the time) the redesigned Coolidge facility had more storage
capacity and a somewhat larger floor area in its maintenance department. Both terminals were designed by the architec-
tural firm, Harley, Ellington & Day, Inc. Both locations were completed during the month of June, 1948.
The following is an estimated cost run-down for rebuilding and modernizing the Coolidge Terminal during 1947-48.
on the new Samuel T. Gilbert Terminal, an all bus facility built within the city's mid-town section.
Also included in that $6 million project, was an extensive $2.6 million modernization and rehabilitation program begun
at the Coolidge facility. Effective on May 4, 1947, the Coolidge Carhouse was closed and the Grand River streetcar
line was converted to motor bus operation the following day. The cars and tracks on the property were then removed
and the former buildings completely demolished, with new buildings of "modern design" erected. An agreement was also
reached with the Arrow Steel Company, whose premises were adjacent to and north of the Coolidge property, for
the storage of DSR coaches during the construction of a new storage garage. An amount of $800.00 was to be paid
to the company for temporary storage of coaches over a six month period. Although similar in both design and layout
to the Gilbert Terminal (which was under construction at the time) the redesigned Coolidge facility had more storage
capacity and a somewhat larger floor area in its maintenance department. Both terminals were designed by the architec-
tural firm, Harley, Ellington & Day, Inc. Both locations were completed during the month of June, 1948.
The following is an estimated cost run-down for rebuilding and modernizing the Coolidge Terminal during 1947-48.
In 1951 more changes were in store for the Coolidge Terminal when the Grand River bus line was converted over to
electric trackless trolley-coaches—-with gradual conversion beginning in July of 1951. The property had to be upgraded
with trolley related hardware and wired to accommodate the new fleet of electric powered coaches. All eighty of the St.
Louis Car Company built electric trackless trolley–coaches used to service the Grand River line were based out of the
Coolidge Terminal.
electric trackless trolley-coaches—-with gradual conversion beginning in July of 1951. The property had to be upgraded
with trolley related hardware and wired to accommodate the new fleet of electric powered coaches. All eighty of the St.
Louis Car Company built electric trackless trolley–coaches used to service the Grand River line were based out of the
Coolidge Terminal.
| This June 1948 photo shows the entrance area to the recently completed Coolidge Terminal Vehicle Maintenance building. Although similar in both layout-design and appearance to the DSR's recently constructed Gilbert Terminal facility, the redesigned Coolidge facility had more storage capacity and a somewhat larger floor area in its maintenance department. (Walter P. Reuther Library, Wayne State University photo #29982_1 — see below) |
(*Figures were acquired from the article titled "DSR New Bus Garages" - October, 1948 edition of "BUS TRANSPORTATION" — courtesy of Tom's Trolleybus Pix Detroit)
During their heyday, the electrics provided frequent service. According to a DSR Weekday "School Closed" Schedules
Analysis Report, effective on June 24, 1954, the Grand River line required 58 trolley-buses for the A.M. peak service,
60 for the P.M. peak and 27 were needed for base operation. Two minute headways were scheduled for A.M. and P.M.
operation, and four minute headways for the base service. Interestingly, only three coaches were needed for owl runs.
But when DSR management decided during the mid–1950s to replace the entire fleet with GM diesels, the department
began phasing out its electric trolley-coaches. On November 16, 1962, trolley-bus service on the Grand River line was
discontinued and the Coolidge Terminal was again converted into an all motor bus facility, at the time housing mostly
GM diesel buses. The facility has remained an all bus operation to this day.
Analysis Report, effective on June 24, 1954, the Grand River line required 58 trolley-buses for the A.M. peak service,
60 for the P.M. peak and 27 were needed for base operation. Two minute headways were scheduled for A.M. and P.M.
operation, and four minute headways for the base service. Interestingly, only three coaches were needed for owl runs.
But when DSR management decided during the mid–1950s to replace the entire fleet with GM diesels, the department
began phasing out its electric trolley-coaches. On November 16, 1962, trolley-bus service on the Grand River line was
discontinued and the Coolidge Terminal was again converted into an all motor bus facility, at the time housing mostly
GM diesel buses. The facility has remained an all bus operation to this day.
During those first years as an "all-bus" facility, as many as 411 coaches were required to maintain scheduled service on
lines assigned to the Coolidge Terminal. The following table shows which bus routes were assigned to Coolidge for the
weekday "School Open" schedules which took effect on September 6, 1950. The table also displays the total number of
weekday runs assigned to each line......
lines assigned to the Coolidge Terminal. The following table shows which bus routes were assigned to Coolidge for the
weekday "School Open" schedules which took effect on September 6, 1950. The table also displays the total number of
weekday runs assigned to each line......
| Between 1951 and 1962, a fleet of 80 electric trackless trolley-coaches, assigned to the Grand River line, were based out of the Coolidge Terminal. For the most part, these rubber-tire electric buses—built by the St. Louis Car Co.—were stored out of doors along the back dock at the east end of the property, as seen in the above photo. (photo courtesy of the S. Sycko photo collection) |
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| (January 2008 photo taken by Reggie A. Craig) |
Today, the Coolidge Terminal facility continues as one of three bus terminals still owned by the Detroit Department
of Transportation (DDOT). Down through the years—while operating under a three-terminal operation—the terminal
serviced most of the north and west–side DDOT routes. However, with the east–side Shoemaker Terminal currently
closed as part of a massive reconstruction project, the Coolidge Terminal operates as one of two terminals currently
servicing the city. Currently, a fleet of nearly 260 coaches are assigned to the facility. The location also houses DDOT's
emergency radio dispatch and customer service communication operations.
of Transportation (DDOT). Down through the years—while operating under a three-terminal operation—the terminal
serviced most of the north and west–side DDOT routes. However, with the east–side Shoemaker Terminal currently
closed as part of a massive reconstruction project, the Coolidge Terminal operates as one of two terminals currently
servicing the city. Currently, a fleet of nearly 260 coaches are assigned to the facility. The location also houses DDOT's
emergency radio dispatch and customer service communication operations.
Virtual Motor City Collection photos #29982 and 29982_1 used by permission of the Walter P. Reuther Library, Wayne State University.
All rights, including those of further reproduction and/or publication, are reserved in full by the Walter P. Reuther Library, Wayne State University. Photographic
reproductions may be protected by U.S. copyright law (U.S. Title 17). The user is fully responsible for copyright infringement.
All rights, including those of further reproduction and/or publication, are reserved in full by the Walter P. Reuther Library, Wayne State University. Photographic
reproductions may be protected by U.S. copyright law (U.S. Title 17). The user is fully responsible for copyright infringement.
Information for the above article was compiled from various sources, including "DETROIT'S STREET RAILWAYS Vol II: City Lines 1922-1956" by Schramm,
Henning and Dworman (Bulletin 120 – Central Electric Railfans' Association); from Motor Coach Age magazine articles "Detroit's DSR, Parts 1 thru 3" written by
Jack E. Schramm; and from miscellaneous articles posted at Tom's Trolley Bus Pix – Detroit. Additional information also obtained from the 1947 edition of the
Journal of the Detroit Common Council. September 6, 1950 and June 24, 1954 DSR Schedule Analysis and Headway Reports courtesy of Tom Breeding.
Henning and Dworman (Bulletin 120 – Central Electric Railfans' Association); from Motor Coach Age magazine articles "Detroit's DSR, Parts 1 thru 3" written by
Jack E. Schramm; and from miscellaneous articles posted at Tom's Trolley Bus Pix – Detroit. Additional information also obtained from the 1947 edition of the
Journal of the Detroit Common Council. September 6, 1950 and June 24, 1954 DSR Schedule Analysis and Headway Reports courtesy of Tom Breeding.
FOR RELATED TOPICS SEE:
- FORMER D.S.R CARBARNS & BUS GARAGES
THE SAMUEL T. GILBERT TERMINAL (coming later)
THE HIGHLAND PARK TERMINAL (coming later)
THE SHOEMAKER TERMINAL
THE WYOMING TERMINAL
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