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| DETROIT TRANSIT HISTORY |
| DETROIT TRANSIT HISTORY |
| .. |
| HISTORY OF SHOEMAKER TERMINAL (AND THE FORMER D.S.R. ADMINISTRATION OFFICE) |
When the City of Detroit took-over the city's street railway operation from the DUR in 1922, it also inherited over a dozen streetcar
properties to house the 961 streetcars and trailer-cars that came along with the acquisition. Although most of these former DUR
properties had been around for decades, the city would also own a brand new storage and maintenance facility that had just been
built by the City of Detroit. That facility is still around today, and is known as the Shoemaker Terminal.
PRE-SHOEMAKER HISTORY:
On April 5, 1920, the voters of Detroit approved the issuance of $15,000,000 in bonds which allowed the city to build and operate
its own street railway operation to compete with the privately-owned Detroit United Railway (DUR) company. These bonds were
to pay for the purchasing of 50.73 miles of trackage seized from the DUR; building over 100 miles of new track; and the purchasing
of 400 streetcars and 150 trailer-cars. One-million dollars was also to be spent for carbarn construction, tools and other equipment.
The following day (April 6, 1920), Mayor James Couzens broke ground along Charlevoix east of Connors to signal the beginning of
construction on the new city-owned system—often referred to as the Municipal Operation (MO). By December, a number of city
departments concentrated their efforts to get the system up and running by the projected February 1, 1921 launch date.
Meanwhile, with track and overhead construction underway, a fleet of new streetcars were purchased.l With the city now searching
for a location to store the cars, farm-property (complete with farm house and barn) was purchased on the city's east-side, in an area
bounded by St. Jean, Shoemaker, Lillibridge and E. Warren. l Permanent brick structures, including a streetcar maintenance barn, an
office building, and a main headquarters complex, were all to be built on that site. In the mean time, a temporary maintenance shed
was hurriedly erected on the same location, with temporary tracks installed, that was completed in late January 1921, just in time for
the new system to begin operations.
properties to house the 961 streetcars and trailer-cars that came along with the acquisition. Although most of these former DUR
properties had been around for decades, the city would also own a brand new storage and maintenance facility that had just been
built by the City of Detroit. That facility is still around today, and is known as the Shoemaker Terminal.
PRE-SHOEMAKER HISTORY:
On April 5, 1920, the voters of Detroit approved the issuance of $15,000,000 in bonds which allowed the city to build and operate
its own street railway operation to compete with the privately-owned Detroit United Railway (DUR) company. These bonds were
to pay for the purchasing of 50.73 miles of trackage seized from the DUR; building over 100 miles of new track; and the purchasing
of 400 streetcars and 150 trailer-cars. One-million dollars was also to be spent for carbarn construction, tools and other equipment.
The following day (April 6, 1920), Mayor James Couzens broke ground along Charlevoix east of Connors to signal the beginning of
construction on the new city-owned system—often referred to as the Municipal Operation (MO). By December, a number of city
departments concentrated their efforts to get the system up and running by the projected February 1, 1921 launch date.
Meanwhile, with track and overhead construction underway, a fleet of new streetcars were purchased.l With the city now searching
for a location to store the cars, farm-property (complete with farm house and barn) was purchased on the city's east-side, in an area
bounded by St. Jean, Shoemaker, Lillibridge and E. Warren. l Permanent brick structures, including a streetcar maintenance barn, an
office building, and a main headquarters complex, were all to be built on that site. In the mean time, a temporary maintenance shed
was hurriedly erected on the same location, with temporary tracks installed, that was completed in late January 1921, just in time for
the new system to begin operations.
SHOEMAKER TERMINAL (THRU END OF D.S.R. ERA):
After trackless trolley-buses on the Crosstown line were discontinued in 1961, the Shoemaker facility would once again convert to
an all-bus operation. l Aside from three additional automatic coach washer lines being added onto the Gas House by the early 1960s,
most of the property-—excluding the abandonment of the administration building—-would remain unchanged through the remaining
DSR years. The following photos picture the Shoemaker Terminal as it appeared back in 1968...
After trackless trolley-buses on the Crosstown line were discontinued in 1961, the Shoemaker facility would once again convert to
an all-bus operation. l Aside from three additional automatic coach washer lines being added onto the Gas House by the early 1960s,
most of the property-—excluding the abandonment of the administration building—-would remain unchanged through the remaining
DSR years. The following photos picture the Shoemaker Terminal as it appeared back in 1968...
By 1950, over 400 coaches (including gasoline, diesel and electric) were required to maintain scheduled service on lines assigned to
the Shoemaker Terminal. The following table shows which routes were assigned to Shoemaker for the weekday "School Open"
time-tables that took effect September 6, 1950. The table also displays the total number of weekday runs assigned to each line....
the Shoemaker Terminal. The following table shows which routes were assigned to Shoemaker for the weekday "School Open"
time-tables that took effect September 6, 1950. The table also displays the total number of weekday runs assigned to each line....
In 2003, the Detroit Department of Transportation announced a major renovation and reconstruction project would soon begin
on the Shoemaker Terminal. Originally part of a $31 million project planned for all three satellite facilities, plans would call for the
demolition of two of the three oldest buildings on the property. l The former administration office building and the former streetcar
maintenance barn (both completed in 1922) were to be demolished and replaced with newly constructed coach storage bays. l The
terminal office building along St. Jean (also built in 1922) was to undergo a complete renovation, and turned into a "state-of-the-art"
facility with a brand new Operator Training Center building added. A new Vault-House, and major improvements to the remaining
buildings, were also to be included in the project.l The suspension of all Shoemaker operations went into effect August 28, 2004.
On Saturday, January 14, 2012, the Shoemaker Terminal facility reopened for business. Photos and results of the reconstruction
project will be covered here at a later date.
on the Shoemaker Terminal. Originally part of a $31 million project planned for all three satellite facilities, plans would call for the
demolition of two of the three oldest buildings on the property. l The former administration office building and the former streetcar
maintenance barn (both completed in 1922) were to be demolished and replaced with newly constructed coach storage bays. l The
terminal office building along St. Jean (also built in 1922) was to undergo a complete renovation, and turned into a "state-of-the-art"
facility with a brand new Operator Training Center building added. A new Vault-House, and major improvements to the remaining
buildings, were also to be included in the project.l The suspension of all Shoemaker operations went into effect August 28, 2004.
On Saturday, January 14, 2012, the Shoemaker Terminal facility reopened for business. Photos and results of the reconstruction
project will be covered here at a later date.
Virtual Motor City Collection photos #48410, 49984, and 49984_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 1: City Lines 1863-1922 and Vol II:
City Lines 1922-1956" by Schramm,Henning and Dworman (Bulletins 117/120 – 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. The September 6,
1950 DSR Schedule Analysis and Headway Reports courtesy of Tom Breeding. Additional info obtained from misc. DOT LINES publications (1977–1980 editions).
City Lines 1922-1956" by Schramm,Henning and Dworman (Bulletins 117/120 – 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. The September 6,
1950 DSR Schedule Analysis and Headway Reports courtesy of Tom Breeding. Additional info obtained from misc. DOT LINES publications (1977–1980 editions).
FOR RELATED TOPICS SEE:
- FORMER D.S.R CARBARNS & BUS GARAGES
THE COOLIDGE TERMINAL
THE SAMUEL T. GILBERT TERMINAL (coming later)
THE HIGHLAND PARK TERMINAL (coming later)
THE WYOMING TERMINAL
| The unique website which takes a detailed look back at the History of Public Transportation in and around the City of Detroit. |
| This early-1920's photo shows the original DSR Administration Office Building not long after it opened in 1922. Located along Shoemaker Ave., between St. Jean and Lillibridge streets, and adjacent to the DSR's Shoemaker Carhouse property, this building would serve as the headquarters for the city's newly-owned street railway system. Also visible is the original streetcar maintenance barn (right) and a surviving farm house (left) that would later serve as an employee restaurant. |
| Visible in this 1920 survey photo is the farmland purchased by the city that would soon become the future home of the Shoemaker Carhouse. A farm house, a barn, and hothouses can be see along the north-east corner of the property near the SW corner of Shoemaker and St. Jean streets. Only the farm house (left of barn) would survive and remained on the property throughout the 1940's, in later years serving as a restaurant for DSR employees. |
| In this 1921 photo a fleet of small single-truck Birney cars can be seen parked along temporary tracks while construction was being done on the permanent buildings. The farmland purchased for this site was located within an area recently annexed to Detroit in 1918, and previously known as the village of St. Clair Heights. A number of the homes visible along Lillibridge Street in background are still standing today. |
On February 1, 1921, the Municipal Operation would begin its first day of operations with two lines totaling 12.7 miles and a fleet
of sixteen Birney style streetcars, all operating from the temporary Shoemaker facility.l By mid-January 1922, the struggling municipal
system had grown to a fleet of 250 single-truck Birney Safety Cars, 50 large-size Peter Witt style cars, and 128 former DUR cars
and trailers.l The operation now provided service along 52.6 miles of city-built trackage along seven city-owned routes, and over six
joint-operation routes along 98.6 miles of DUR trackage. l Although another temporary carhouse on Junction and McGraw (Atkinson
Carhouse) had also been opened to service the mostly west-side Clairmount line, primary operations originated from the Shoemaker
facility. The first municipal lines assigned out of Shoemaker included, Charlevoix-Buchanan, St. Jean (the city's first two routes),
Van Dyke, and Moran-McDougall.
of sixteen Birney style streetcars, all operating from the temporary Shoemaker facility.l By mid-January 1922, the struggling municipal
system had grown to a fleet of 250 single-truck Birney Safety Cars, 50 large-size Peter Witt style cars, and 128 former DUR cars
and trailers.l The operation now provided service along 52.6 miles of city-built trackage along seven city-owned routes, and over six
joint-operation routes along 98.6 miles of DUR trackage. l Although another temporary carhouse on Junction and McGraw (Atkinson
Carhouse) had also been opened to service the mostly west-side Clairmount line, primary operations originated from the Shoemaker
facility. The first municipal lines assigned out of Shoemaker included, Charlevoix-Buchanan, St. Jean (the city's first two routes),
Van Dyke, and Moran-McDougall.
| PRE-SHOEMAKER TERMINAL PHOTOS – EARLY 1920s |
D.S.R. ADMINISTRATION OFFICE:
On Monday, May 15, 1922,l the Detroit Department of Street Railways (DSR) would begin its first day of operations;l taking-over
all city street railway operations from the DUR, while also absorbing the former smaller city-owned operation. l On that same day, the
department's main administration office building—located on the north-end of the Shoemaker property-—would also officially open for
business. Located at 11200 Shoemaker Avenue, between St. Jean and Lillibridge, this three-story building would serve as the DSR's
headquarters and central offices for the next fifty years. But by the 1960s, changes were in store.
On Monday, May 15, 1922,l the Detroit Department of Street Railways (DSR) would begin its first day of operations;l taking-over
all city street railway operations from the DUR, while also absorbing the former smaller city-owned operation. l On that same day, the
department's main administration office building—located on the north-end of the Shoemaker property-—would also officially open for
business. Located at 11200 Shoemaker Avenue, between St. Jean and Lillibridge, this three-story building would serve as the DSR's
headquarters and central offices for the next fifty years. But by the 1960s, changes were in store.
| This photo shows the DSR Administration Building as it appeared in July of 1963. When this photo was taken, the former streetcar maintenance barn (right) had long been converted for light-service bus repairs. (Walter P. Reuther Library, Wayne State University photo #48410 — see disclaimer below) |
Although the DSR would face numerous financial hardships during the 1960s, two events would occur that would allow the DSR to
modernize some of its older facilities. ll The first being the passage of the Urban Mass Transportation Act of 1964, which for the
first time provided federal capital grants to cities and states to cover upwards to two-thirds the cost of transit improvement projects.
The other was also in 1964, the approval of Proposition G by Detroit voters; a charter amendment change which relieved the DSR
from paying school and property taxes to the City of Detroit. l The new city charter changes also granted permission to the Common
Council to use city general fund money to only cover the DSR's one-third share of federal transit grants.
With new money now available to make capital improvements, the DSR began developing plans to either modernize or replace aging
facilities. With the aging heavy repair facilities in Highland Park badly in need of modernization, but with the City of Highland Park also
declining the DSR's request to relieve it from paying real estate taxes in that city, the DSR decided to seek property within the city
of Detroit and consolidate a number of its operations.l As part of a $17.5 million modernization program (aided by a $10 million HUD
grant), the DSR, in 1965, proposed building a combined headquarters, administrative office, and a central heavy repair–maintenance
complex on a track of land located on Warren Avenue on the city's near east-side. This new complex would open in 1972.
On December 17, 1972, the DSR officially vacated its original main headquarters and administrative office building,l ending fifty years
of service out of that location.l The payroll unit of the DSR's Auditing Division was the last group to vacate the facility.l For a number
of years, some space in the building was eventually used by other city departments not related to transportation. However, most of
the time it remained boarded-up and vacant. l The former administration building was finally demolished by the city in the Summer of
2007 to make way for new bus storage bays built as part of the reconstruction of the adjacent Shoemaker Terminal property.
modernize some of its older facilities. ll The first being the passage of the Urban Mass Transportation Act of 1964, which for the
first time provided federal capital grants to cities and states to cover upwards to two-thirds the cost of transit improvement projects.
The other was also in 1964, the approval of Proposition G by Detroit voters; a charter amendment change which relieved the DSR
from paying school and property taxes to the City of Detroit. l The new city charter changes also granted permission to the Common
Council to use city general fund money to only cover the DSR's one-third share of federal transit grants.
With new money now available to make capital improvements, the DSR began developing plans to either modernize or replace aging
facilities. With the aging heavy repair facilities in Highland Park badly in need of modernization, but with the City of Highland Park also
declining the DSR's request to relieve it from paying real estate taxes in that city, the DSR decided to seek property within the city
of Detroit and consolidate a number of its operations.l As part of a $17.5 million modernization program (aided by a $10 million HUD
grant), the DSR, in 1965, proposed building a combined headquarters, administrative office, and a central heavy repair–maintenance
complex on a track of land located on Warren Avenue on the city's near east-side. This new complex would open in 1972.
On December 17, 1972, the DSR officially vacated its original main headquarters and administrative office building,l ending fifty years
of service out of that location.l The payroll unit of the DSR's Auditing Division was the last group to vacate the facility.l For a number
of years, some space in the building was eventually used by other city departments not related to transportation. However, most of
the time it remained boarded-up and vacant. l The former administration building was finally demolished by the city in the Summer of
2007 to make way for new bus storage bays built as part of the reconstruction of the adjacent Shoemaker Terminal property.
|
On Tuesday, July 4, 1922, the permanent buildings for the Shoemaker Carhouse officially opened—slightly more than seven weeks
after the DSR began operations. The Shoemaker complex now became the first permanent transit facility to be built by the City of
Detroit.l The new permanent fixtures that replaced the temporary shed and tracks used under the short-lived Municipal Operation
included the streetcar maintenance barn, a boiler room heating plant, a yard office, and the carhouse office building located along St.
Jean street. However, the entire streetcar fleet would be housed outdoors (as seen in left photo above).
after the DSR began operations. The Shoemaker complex now became the first permanent transit facility to be built by the City of
Detroit.l The new permanent fixtures that replaced the temporary shed and tracks used under the short-lived Municipal Operation
included the streetcar maintenance barn, a boiler room heating plant, a yard office, and the carhouse office building located along St.
Jean street. However, the entire streetcar fleet would be housed outdoors (as seen in left photo above).
SHOEMAKER CARHOUSE (1922-1939):
| When the City of Detroit entered the street railway business in 1921, two style of streetcars were purchased by the city; the small single-truck Birney Safety Cars (left) and the larger Peter Witt cars (right), both pictured here at the Shoemaker property. The Shoemaker Carhouse office building is also visible in the distant background in the left photo, taken in 1922. (left photo: press release photo courtesy of eBay – right photo: Schramm Collection photo) |
As the DSR began closing some of the older carbarns acquired from the DUR, the large Shoemaker Carhouse would continue as a
major DSR streetcar facility well into the late-1930s. By 1937, the DSR was operating with a fleet of over 1,300 rail cars housed at
seven carhouses, which in addition to Shoemaker included;l Baker, E. Jefferson, Gratiot, and Woodward (all inherited from the
DUR), and the Coolidge and Wyoming carhouses built by the City of Detroit. However, big changes would soon be in store.
SHOEMAKER BUS GARAGE:
In 1937, the DSR operated a bus fleet of over 1,150 coaches housed at three garages; Kercheval (St. Jean north of Kercheval),
Coolidge, and Highland Park. With the motor bus operation rapidly increasing during the late 1930s, the DSR found itself in need
of more facilities to house and service its bus fleet. However, many of the carbarns were too old to rehabilitate for bus usage. With
plans already in the works to phase out the system's streetcars and to convert the entire DSR operation into an all-bus operation by
the early 1950s, the decision was made in 1939 to close the Kercheval Garage (the smallest of the three bus garages) and convert
one of the newer carhouses—the large Shoemaker Carhouse—into an "all-bus" facility.
major DSR streetcar facility well into the late-1930s. By 1937, the DSR was operating with a fleet of over 1,300 rail cars housed at
seven carhouses, which in addition to Shoemaker included;l Baker, E. Jefferson, Gratiot, and Woodward (all inherited from the
DUR), and the Coolidge and Wyoming carhouses built by the City of Detroit. However, big changes would soon be in store.
SHOEMAKER BUS GARAGE:
In 1937, the DSR operated a bus fleet of over 1,150 coaches housed at three garages; Kercheval (St. Jean north of Kercheval),
Coolidge, and Highland Park. With the motor bus operation rapidly increasing during the late 1930s, the DSR found itself in need
of more facilities to house and service its bus fleet. However, many of the carbarns were too old to rehabilitate for bus usage. With
plans already in the works to phase out the system's streetcars and to convert the entire DSR operation into an all-bus operation by
the early 1950s, the decision was made in 1939 to close the Kercheval Garage (the smallest of the three bus garages) and convert
one of the newer carhouses—the large Shoemaker Carhouse—into an "all-bus" facility.
| The layout of the Shoemaker Carhouse property when opened in 1922. (courtesy of Detroit Street Railways Vol. II: City Lines 1922-1956) |
(Photo donated to www.DetroitTransitHistory.info)
Shortly after taking-over the rail lines,l the DSR would extend
the Grand Belt car-line (a former DUR line) ½–mile eastward,
from its former terminus at E. Warren and Bewick Street l(the
former city limits), to a turn–around loop built adjacent to the
Shoemaker property along East Warren at St. Jean. l This
new loop, known as the St. Jean Loop,l would serve as the
turn-around for the Grand Belt—-then later the Crosstown
line (which by 1932 had been rerouted along that portion of
the Grand Belt route)—well into the mid-1990s.
Initially built to operate strictly as a streetcar facility, a number
of east-side based rail lines,l including Charlevoix-Buchanan,
Clairmount-St. Jean,l Grand Belt (later Crosstown),l Mack,
and Van Dyke were a few of the routes assigned during the
early Shoemaker years. l However, for a brief period in 1925,
until permanent storage arrangements could be made,l buses
were alsol stored temporarily at the Shoemaker Carhouse
after the DSR launched its new Motor Coach Division on
January 1, 1925. Feeder bus routes on Mack,l Warren East,
Continental,l Chalmers,land Harper all had their start when
buses temporarily operated out of the Shoemaker property.
But after the western portion of the E. Jefferson Carhouse
(St. Jean at Jefferson, south of Kercheval) was rebuilt into a
bus garage, the Shoemaker buses and lines were transferred
to the rebuilt Jefferson Garage on October 17, 1925.
the Grand Belt car-line (a former DUR line) ½–mile eastward,
from its former terminus at E. Warren and Bewick Street l(the
former city limits), to a turn–around loop built adjacent to the
Shoemaker property along East Warren at St. Jean. l This
new loop, known as the St. Jean Loop,l would serve as the
turn-around for the Grand Belt—-then later the Crosstown
line (which by 1932 had been rerouted along that portion of
the Grand Belt route)—well into the mid-1990s.
Initially built to operate strictly as a streetcar facility, a number
of east-side based rail lines,l including Charlevoix-Buchanan,
Clairmount-St. Jean,l Grand Belt (later Crosstown),l Mack,
and Van Dyke were a few of the routes assigned during the
early Shoemaker years. l However, for a brief period in 1925,
until permanent storage arrangements could be made,l buses
were alsol stored temporarily at the Shoemaker Carhouse
after the DSR launched its new Motor Coach Division on
January 1, 1925. Feeder bus routes on Mack,l Warren East,
Continental,l Chalmers,land Harper all had their start when
buses temporarily operated out of the Shoemaker property.
But after the western portion of the E. Jefferson Carhouse
(St. Jean at Jefferson, south of Kercheval) was rebuilt into a
bus garage, the Shoemaker buses and lines were transferred
to the rebuilt Jefferson Garage on October 17, 1925.
| The Shoemaker property is seen here not long after having been converted into a bus garage in 1939. The above photo looks southward across the property, with two of the original buildings visible in the distant background; the former Line and Track Shop (left–demolished in late 1970s) and the Heating Plant (right–demolished in 2011). (Walter P. Reuther Library, Wayne State University photo #29984_1 — see disclaimer below) |
On July 3, 1939,l the DSR closed the Shoemaker Carhouse and the Shoemaker location began operations as a bus garage. The
Kercheval Garage would close that same day with its buses and routes transferred to the Shoemaker Garage. ll This now brought
the total number of DSR storage facilities in 1939 to six carhouses and three bus garages. New bus storage facilities would later be
added to the Wyoming Carhouse property in 1943, thus increasing the number of DSR bus garages to four.
Kercheval Garage would close that same day with its buses and routes transferred to the Shoemaker Garage. ll This now brought
the total number of DSR storage facilities in 1939 to six carhouses and three bus garages. New bus storage facilities would later be
added to the Wyoming Carhouse property in 1943, thus increasing the number of DSR bus garages to four.
| To launch bus operations at the Shoemaker facility the property had to be adapted for bus usage. A new Gas House building (visible in photo) was constructed adjacent to the former streetcar maintenance building. In May of 1988, DDOT would convert this Gas House building into a new Bus Rehabilitation Center. (Walter P. Reuther Library, Wayne State University photo #29984 — see disclaimer below) |
SHOEMAKER TERMINAL (POST-WAR YEARS):
At the end of WW-II, the DSR would again focus on its prewar campaign to convert the entire operation over to "all-buses" by the
early 1950s by purchasing 900 large new buses and 300 smaller units. To accommodate an expanding motor coach operation, plans
were being developed to construct a new bus garage (the future Samuel T. Gilbert Terminal), and to remodel and modernize the
now inadequate Coolidge facility. l In 1947, the first phase of a $6 million terminal modernization program was completed with the
addition of new large bus storage bays constructed at the Shoemaker Terminal. l At a cost of $700,000, these new storage bays
would eliminate the long-time practice of having to store coaches outdoors. Automatic coach washing equipment was also added to
two bays at the rear of the Gas House Building.
At the end of WW-II, the DSR would again focus on its prewar campaign to convert the entire operation over to "all-buses" by the
early 1950s by purchasing 900 large new buses and 300 smaller units. To accommodate an expanding motor coach operation, plans
were being developed to construct a new bus garage (the future Samuel T. Gilbert Terminal), and to remodel and modernize the
now inadequate Coolidge facility. l In 1947, the first phase of a $6 million terminal modernization program was completed with the
addition of new large bus storage bays constructed at the Shoemaker Terminal. l At a cost of $700,000, these new storage bays
would eliminate the long-time practice of having to store coaches outdoors. Automatic coach washing equipment was also added to
two bays at the rear of the Gas House Building.
More changes were in store beginning December 15, 1949,l when electric "trackless" trolley-coach service began on the Crosstown
(Warren Ave) route..The bus facility had to be upgraded with trolley related hardware and wired to accommodate the new fleet of
electric-powered coaches. Sixty Twin Coach Company built electric buses were purchased for this new service and were assigned
to the Shoemaker Terminal and to the Wyoming Terminal in Dearborn.
To service the new trolley-coach fleet, construction began on a new maintenance garage building along the southern portion of the
Shoemaker Terminal property. Two service pits, two hydraulic hoists, a stock room and a maintenance office were included in the
new building. Although the property could accommodate up to 100 trolley-coaches, only 30 were ever housed there, as plans for a
network of electric bus lines were soon scrapped when DSR management decided during the mid–1950s to replace the entire fleet
with GM diesel buses. Consequently, trolley-coach service on the Crosstown line was discontinued on March 31, 1961.
(Warren Ave) route..The bus facility had to be upgraded with trolley related hardware and wired to accommodate the new fleet of
electric-powered coaches. Sixty Twin Coach Company built electric buses were purchased for this new service and were assigned
to the Shoemaker Terminal and to the Wyoming Terminal in Dearborn.
To service the new trolley-coach fleet, construction began on a new maintenance garage building along the southern portion of the
Shoemaker Terminal property. Two service pits, two hydraulic hoists, a stock room and a maintenance office were included in the
new building. Although the property could accommodate up to 100 trolley-coaches, only 30 were ever housed there, as plans for a
network of electric bus lines were soon scrapped when DSR management decided during the mid–1950s to replace the entire fleet
with GM diesel buses. Consequently, trolley-coach service on the Crosstown line was discontinued on March 31, 1961.
| This August 6, 1946 photo shows the initial ground breaking for a new large bus storage bay building; the first phase of a DSR terminal modernization program. An addition was also added to the right two fueling bays at the rear of the Gas House building (far right building) to accommodate automatic coach washing equipment. (Photo source: press release media photo courtesy of eBay) |
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SHOEMAKER TERMINAL (D-DOT YEARS):
Under the DDOT years, a number of major renovations would be preformed at the Shoemaker Terminal complex. The first, begun
in 1977, involved a complete renovation of the terminal office building, and a new 90,000 square foot vehicle maintenance complex
constructed along the south end of the property. l The new Shoemaker Full-Service Coach Center officially opened on June 16,
1979. At a cost of $4.6 million channeled through the Southeastern Michigan Transportation Authority (SEMTA), the large
state-of-the-art facility was designed to fuel, wash, and repair 350 coaches per day. l The facility included such ultra modern features
as sonically operated coach washers with doors that opened automatically at the end of the wash cycle,l large cyclone [vacuum] bus
cleaners that also expelled filtered heated air to warm the building, a (never used) Keene Coin System, the elimination of service pits
and the absence of roof support beams along the garage floor center, along with carbon monoxide and smoke detectors, and vastly
improved lighting made the center one of the most advanced of its kind in the country.
On May 17, 1988, DDOT would officially open its new Coach Rehabilitation Center after transforming the former Shoemaker Gas
House building into a bus rehab facility, where bus bodies were repainted and repaired. l Dedicated as part of the local celebration of
National Transportation Week, May 15-21, it was hoped at the time that the center would provide for complete coach rebuilding
capability and minimize the need to hire outside firms to do the work. l In 1995, the Rehab Center was used to repaint thirty-three
NovaBUS #3200-series RTS coaches acquired from SMART. l As part of the recent Shoemaker reconstruction project, a bus frame
straightening machine was added to the rehab facility.
Under the DDOT years, a number of major renovations would be preformed at the Shoemaker Terminal complex. The first, begun
in 1977, involved a complete renovation of the terminal office building, and a new 90,000 square foot vehicle maintenance complex
constructed along the south end of the property. l The new Shoemaker Full-Service Coach Center officially opened on June 16,
1979. At a cost of $4.6 million channeled through the Southeastern Michigan Transportation Authority (SEMTA), the large
state-of-the-art facility was designed to fuel, wash, and repair 350 coaches per day. l The facility included such ultra modern features
as sonically operated coach washers with doors that opened automatically at the end of the wash cycle,l large cyclone [vacuum] bus
cleaners that also expelled filtered heated air to warm the building, a (never used) Keene Coin System, the elimination of service pits
and the absence of roof support beams along the garage floor center, along with carbon monoxide and smoke detectors, and vastly
improved lighting made the center one of the most advanced of its kind in the country.
On May 17, 1988, DDOT would officially open its new Coach Rehabilitation Center after transforming the former Shoemaker Gas
House building into a bus rehab facility, where bus bodies were repainted and repaired. l Dedicated as part of the local celebration of
National Transportation Week, May 15-21, it was hoped at the time that the center would provide for complete coach rebuilding
capability and minimize the need to hire outside firms to do the work. l In 1995, the Rehab Center was used to repaint thirty-three
NovaBUS #3200-series RTS coaches acquired from SMART. l As part of the recent Shoemaker reconstruction project, a bus frame
straightening machine was added to the rehab facility.
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| SHOEMAKER BUSES: Two fleets of DDOT coaches were assigned only to the Shoemaker Terminal during their entire service lives. During the mid-1970s, the entire fleet of fifty-one AM General coaches (#1201-1251) (left photo) were assigned to the Shoemaker Terminal, while the same held true for the fleet of fourteen Neoplan articulated coaches (#8900-8913) (right photo) which were delivered in 1989. (top photo: courtesy of Schramm collection — left photo: Melvin Bernero photo — right photo: M. Koprowicz photo) |
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| (Click-on photo to view larger image) |
| The Shoemaker Terminal was the first DDOT terminal to receive new coaches equipped with hydraulic wheelchair lifts. A fleet of 41 GMC built RTS-II's (#1370L-1410L) were delivered beginning in August 1978 and used exclusively on the #34 Gratiot line beginning Sept. 17, 1979. Also note the streetcar rails still in the pavement exiting the former streetcar maintenance barn when this circa 1978 photo was taken. |