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| THE P.C.C. ERA IN DETROIT – Part 3 (The PCC Streetcar's Service Years in Detroit) |
(to be continued in Part 4, "The Battle for Flexibility and Safety versus Fixed Rail")
DETROIT PCC SERIES: 1 2 3 4 5
DETROIT PCC SERIES: 1 2 3 4 5
Information for the above article was compiled from various articles written by Jack E. Schramm on the Detroit Street Railways, including "Detroit's DSR. Part 3"
(Motor Coach Age - May-June 1993), and "DETROIT'S STREET RAILWAYS Vol II: City Lines 1922-1956" (Bulletin 120 - Central Electric Railfans' Association),
and from numerous Detroit Free Press and Detroit News articles. The 1951 thru 1955 DSR Schedule Analysis and Headway Reports are courtesy of Tom Breeding.
(Motor Coach Age - May-June 1993), and "DETROIT'S STREET RAILWAYS Vol II: City Lines 1922-1956" (Bulletin 120 - Central Electric Railfans' Association),
and from numerous Detroit Free Press and Detroit News articles. The 1951 thru 1955 DSR Schedule Analysis and Headway Reports are courtesy of Tom Breeding.
| Click here to return to "THE PCC ERA IN DETROIT" Main Page. |
| For additional information and photos on the streetcar era in Detroit see the publication "Images of Rail - DETROIT'S STREET RAILWAYS" authored by Kenneth Schramm (Arcadia Publishing) Many of the above photos can be found online courtesy of Dave's Electric Railroads See "Detroit DSR" for more Detroit streetcar photos |
Although the arrival of the PCC streetcar in Detroit during the late 1940's was a giant step forward in the modernization of
much of the city's remaining street railway operation, their arrival, however, didn't come without a bit of controversy. The
operation of these one-maned cars would soon result in increased friction between the department and its car men's union.
For the most part, the older Peter Witt streetcars—which the PCC's were replacing—required a two-man crew operation,
which consisted of a motorman to operate the car and a conductor to collect the fares. The use of the one-man operated
cars would no doubt result in a financial savings for the department, but would on the other hand threaten the jobs of the
platform operators, or conductors. In June of 1947, the department successfully reached an agreement with Division 26,
of the Amalgamated Association of Street, Electric Railway and Motor Coach Employees of America, to operate
the one-man PCC cars on the Woodward line, and to also operate Peter Witt cars converted over to one-man operation
on certain lighter traveled routes. This agreement was contingent upon a pay increase, and a requirement that the jobs of
the conductors with twenty or more years of service be retained.
Not long after the 100% modernization of the Woodward line in 1947, the city's first curtailment of some PCC operation
would already begin, even before additional new fleets of PCC cars would see service. Beginning on Saturday, October 22,
1949, the Woodward branch extension to the old Detroit and Cleveland Navigation Co. (D&C) boat docks – located
at the foot of Third St. — was discontinued. Previously, every fourth Woodward car would loop to those boat dock piers,
which were located in the vicinity of what is currently Joe Louis Arena. For most of their remaining years of operation, all
of the Woodward cars would now loop near the foot of Woodward, along-side the Detroit River, at Atwater Street.
much of the city's remaining street railway operation, their arrival, however, didn't come without a bit of controversy. The
operation of these one-maned cars would soon result in increased friction between the department and its car men's union.
For the most part, the older Peter Witt streetcars—which the PCC's were replacing—required a two-man crew operation,
which consisted of a motorman to operate the car and a conductor to collect the fares. The use of the one-man operated
cars would no doubt result in a financial savings for the department, but would on the other hand threaten the jobs of the
platform operators, or conductors. In June of 1947, the department successfully reached an agreement with Division 26,
of the Amalgamated Association of Street, Electric Railway and Motor Coach Employees of America, to operate
the one-man PCC cars on the Woodward line, and to also operate Peter Witt cars converted over to one-man operation
on certain lighter traveled routes. This agreement was contingent upon a pay increase, and a requirement that the jobs of
the conductors with twenty or more years of service be retained.
Not long after the 100% modernization of the Woodward line in 1947, the city's first curtailment of some PCC operation
would already begin, even before additional new fleets of PCC cars would see service. Beginning on Saturday, October 22,
1949, the Woodward branch extension to the old Detroit and Cleveland Navigation Co. (D&C) boat docks – located
at the foot of Third St. — was discontinued. Previously, every fourth Woodward car would loop to those boat dock piers,
which were located in the vicinity of what is currently Joe Louis Arena. For most of their remaining years of operation, all
of the Woodward cars would now loop near the foot of Woodward, along-side the Detroit River, at Atwater Street.
| The one-man operated PCC cars were to replace these two-man crew Peter Witt cars on three additional lines, resulting in some union problems for the DSR. (photo courtesy of the S. Sycko collection) |
Meanwhile, legal problems with the car men's union would develop
upon the delivery of the second fleet of new PCC's in late August
1949. The union objected to plans to use the one-man operated
PCC cars on three additional heavy lines. This objection centered
around the assertion that a prior union agreement prohibited the
use of one–man cars on the three proposed lines. Consequently,
the union filed an injunction, and the Michigan Supreme Court
issued a temporary restraining order to prevent the DSR from
operating the PCC cars on its Michigan, Gratiot and Jefferson
lines. The State Supreme Court, however, later upheld a previous
Circuit Court ruling which held the contract was invalid because it
was never signed by the Detroit Street Railway Commission.
With its legal issues resolved, the DSR began to place the bulk of
its new, larger, PCC's into service on the Woodward Avenue
line, beginning November 11, 1949. The older (1947) PCC cars
upon the delivery of the second fleet of new PCC's in late August
1949. The union objected to plans to use the one-man operated
PCC cars on three additional heavy lines. This objection centered
around the assertion that a prior union agreement prohibited the
use of one–man cars on the three proposed lines. Consequently,
the union filed an injunction, and the Michigan Supreme Court
issued a temporary restraining order to prevent the DSR from
operating the PCC cars on its Michigan, Gratiot and Jefferson
lines. The State Supreme Court, however, later upheld a previous
Circuit Court ruling which held the contract was invalid because it
was never signed by the Detroit Street Railway Commission.
With its legal issues resolved, the DSR began to place the bulk of
its new, larger, PCC's into service on the Woodward Avenue
line, beginning November 11, 1949. The older (1947) PCC cars
were transferred over to the three additional lines. By December 15, 1949, both the Jefferson and Gratiot car lines were
100% operated with PCC's, with the Michigan line becoming 100% PCC by January 15, 1950. The DSR fleet of PCC's
would now be housed not only at the Woodward Carhouse in Highland Park, but also the Gratiot Carhouse at Gratiot
and Harper, the Jefferson Carhouse at Jefferson and St. Jean and the Wyoming Carhouse at Wyoming and Michigan
Avenue in Dearborn.
By 1950, a fleet of 186 PCC's operated along the streets of Detroit, providing service on four major lines: WOODWARD,
JEFFERSON, GRATIOT and MICHIGAN. However, beginning on November 13, 1950, the Michigan and Gratiot lines
were consolidated and through-routed into downtown as MICHIGAN-GRATIOT. This newly merged route resulted in a
16.7 mile one-way distance from Eastwood Park—Gratiot north of 8 Mile—in East Detroit (now Eastpointe) to the Ford
Rouge plant Miller Road Yard (Gate 4) in Dearborn. There was also an attempt to operate PCC's in place of the two-man
Peter Witt cars on the BAKER line–on weekends and holidays–beginning on Sunday, March 19, 1950. This experiment,
however, was rather short-lived, after it was discovered that the poor trackage along that line was causing damage to the
car's motor casings. Consequently, the Baker line PCC operation was curtailed shortly thereafter.
Effective November 11, 1951, the Mack streetcar line was converted over to buses, resulting in the Baker line becoming
the last DSR car line left operating with the older Peter Witt style cars. With only forty or so cars now needed for Baker
operation, the majority of the Peter Witt cars were sold for scrap. But with the conversion of the Baker line to buses on
April 6, 1952, only the Woodward, Jefferson and Michigan-Gratiot lines were now all that remained of the city's once
large rail operation. However, twenty of the older Peter Witt style cars were retained as a standby fleet.
100% operated with PCC's, with the Michigan line becoming 100% PCC by January 15, 1950. The DSR fleet of PCC's
would now be housed not only at the Woodward Carhouse in Highland Park, but also the Gratiot Carhouse at Gratiot
and Harper, the Jefferson Carhouse at Jefferson and St. Jean and the Wyoming Carhouse at Wyoming and Michigan
Avenue in Dearborn.
By 1950, a fleet of 186 PCC's operated along the streets of Detroit, providing service on four major lines: WOODWARD,
JEFFERSON, GRATIOT and MICHIGAN. However, beginning on November 13, 1950, the Michigan and Gratiot lines
were consolidated and through-routed into downtown as MICHIGAN-GRATIOT. This newly merged route resulted in a
16.7 mile one-way distance from Eastwood Park—Gratiot north of 8 Mile—in East Detroit (now Eastpointe) to the Ford
Rouge plant Miller Road Yard (Gate 4) in Dearborn. There was also an attempt to operate PCC's in place of the two-man
Peter Witt cars on the BAKER line–on weekends and holidays–beginning on Sunday, March 19, 1950. This experiment,
however, was rather short-lived, after it was discovered that the poor trackage along that line was causing damage to the
car's motor casings. Consequently, the Baker line PCC operation was curtailed shortly thereafter.
Effective November 11, 1951, the Mack streetcar line was converted over to buses, resulting in the Baker line becoming
the last DSR car line left operating with the older Peter Witt style cars. With only forty or so cars now needed for Baker
operation, the majority of the Peter Witt cars were sold for scrap. But with the conversion of the Baker line to buses on
April 6, 1952, only the Woodward, Jefferson and Michigan-Gratiot lines were now all that remained of the city's once
large rail operation. However, twenty of the older Peter Witt style cars were retained as a standby fleet.
To shed some light on the service the PCC's provided during their rather short service life in Detroit, let's take a look at the
service provided on the city's very first rail line, East Jefferson. In 1951, thirty-five PCC's were needed to operate during
peak periods, while fifteen units were needed during the base. Approximately 39,000 passengers used the East Jefferson
cars during an average weekday, with schedules operating at a 1½ minute headway during peak hours and with a 5-5½
minute headway during off-peak hours. The heaviest line, Woodward Avenue, required sixty-three PCC cars to operate
during peak periods and thirty-seven during the base. Approximately 70,000 passengers rode the Woodward cars daily,
and schedules called for 1½ minute headways during peak hours and 2½ minutes during midday hours. The Woodward
line was also the department's most profit making line citywide, with profits soaring to nearly $95,000 a month.
The following two tables display examples of scheduled PCC weekday operation during Detroit's PCC streetcar era.
service provided on the city's very first rail line, East Jefferson. In 1951, thirty-five PCC's were needed to operate during
peak periods, while fifteen units were needed during the base. Approximately 39,000 passengers used the East Jefferson
cars during an average weekday, with schedules operating at a 1½ minute headway during peak hours and with a 5-5½
minute headway during off-peak hours. The heaviest line, Woodward Avenue, required sixty-three PCC cars to operate
during peak periods and thirty-seven during the base. Approximately 70,000 passengers rode the Woodward cars daily,
and schedules called for 1½ minute headways during peak hours and 2½ minutes during midday hours. The Woodward
line was also the department's most profit making line citywide, with profits soaring to nearly $95,000 a month.
The following two tables display examples of scheduled PCC weekday operation during Detroit's PCC streetcar era.
| Between 1947 and 1956, a total of 186 PCC cars operated along the streets of Detroit. In 1947, the heavy Woodward line became the first DSR line to become 100% equipped with PCC cars. The Woodward PCC's would loop at the Detroit River via south on Woodward, west on Woodbridge, south on Griswold, east on Atwater, and then back to Woodward. In this 1953 photo, car #272 heads south along Griswold, preparing to turn onto Atwater Street. The cars would turn along-side the old Vernor's Ginger Ale bottling plant—a former downtown landmark. (Joe Testagrose Collection photo) |
|
Although the DSR now operated with a fleet of the most modern, high performance streetcars of that day, other events
would soon transpire which would change the transit scene in Detroit for decades to come.
would soon transpire which would change the transit scene in Detroit for decades to come.
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As post-WWII ridership numbers continued to decline during the 1950's, the DSR continued eliminating its rail operation.
Gradual service reductions were also being implemented system wide. The merging of the Gratiot and Michigan car lines
in 1950; the closing of the Jefferson Carhouse in 1951; and the conversion of the Jefferson streetcar line to buses in
February, 1954, are all reflected in the following table depicting June, 1954, PCC weekday operations....
Gradual service reductions were also being implemented system wide. The merging of the Gratiot and Michigan car lines
in 1950; the closing of the Jefferson Carhouse in 1951; and the conversion of the Jefferson streetcar line to buses in
February, 1954, are all reflected in the following table depicting June, 1954, PCC weekday operations....
| (DSR Schedule Analysis information supplied by Tom Breeding) |
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© 2007 (PAGE LAST MODIFIED ON 05-28-07)
| DETROIT TRANSIT HISTORY |
| DETROIT TRANSIT HISTORY |
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| The web-site which takes a look back at the History of Public Transportation in and around the City of Detroit. |
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| TO VIEW THE D.S.R. PCC ROSTER LIST CLICK: ROSTER |