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| The History of the Former... GRAND BELT STREETCAR LINE |
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As with so many of our historical Detroit city transit routes, the original GRAND BELT line also has a history which dates
back to the early 1900's. But unlike many of the city's current bus routes which were at one time former streetcar lines,
the original Grand Belt streetcar route barely resembles the current Grand Belt bus route, currently operated by the
city's Department of Transportation (DDOT) bus system. Although the current #20 Grand Belt bus line travels a
substantial portion of its route along the city's "Grand Boulevard" roadway, the former streetcar line, however, never
operated along the Boulevard. Nonetheless, the current Grand Belt bus line can still trace its history back to this original
streetcar route.
The original Grand Belt line began as a newly built streetcar route built by the former Detroit United Railway (DUR)
-- the privately-owned streetcar company in operation prior to the city take-over in 1922. It was one of the last new rail
lines built under the DUR. The line started on November 30, 1916, along a route which began at E. Warren and Bewick,
which at the time was along the city's eastern border. It basically followed along a route which included streets such as
E. Warren, Cadillac, Forest, Mt. Elliott, Milwaukee, Holden, Ferry Park, Fourteenth, and W. Warren Avenue. The line then
followed along the route of the former Junction Avenue Belt line -- which had just begun operations back in October
1914. The Grand Belt line would continue along Junction Avenue to Fort Street, where it looped at Clark Street.
back to the early 1900's. But unlike many of the city's current bus routes which were at one time former streetcar lines,
the original Grand Belt streetcar route barely resembles the current Grand Belt bus route, currently operated by the
city's Department of Transportation (DDOT) bus system. Although the current #20 Grand Belt bus line travels a
substantial portion of its route along the city's "Grand Boulevard" roadway, the former streetcar line, however, never
operated along the Boulevard. Nonetheless, the current Grand Belt bus line can still trace its history back to this original
streetcar route.
The original Grand Belt line began as a newly built streetcar route built by the former Detroit United Railway (DUR)
-- the privately-owned streetcar company in operation prior to the city take-over in 1922. It was one of the last new rail
lines built under the DUR. The line started on November 30, 1916, along a route which began at E. Warren and Bewick,
which at the time was along the city's eastern border. It basically followed along a route which included streets such as
E. Warren, Cadillac, Forest, Mt. Elliott, Milwaukee, Holden, Ferry Park, Fourteenth, and W. Warren Avenue. The line then
followed along the route of the former Junction Avenue Belt line -- which had just begun operations back in October
1914. The Grand Belt line would continue along Junction Avenue to Fort Street, where it looped at Clark Street.
Soon, other changes initiated by the city would also affect the
Grand Belt route. In December 1921, the City's "short-lived"
Municipal Operation, and the DUR, entered into a joint-service
operating agreement on a number of their lines. Plans were in
the works for the Grand Belt line to also be included in a joint
operation. The city had planned to use the Grand Belt line to
offer branch service along new trackage the city was building
along Linwood and McGraw streets, from Ferry Park to Grand
River.
Meanwhile, the M.O. began service on the small McGraw line
on March 8, 1922, but the joint service operation planned for
Grand Belt never occurred, as the city took-over all DUR city
operations on May 15, 1922. Beginning June 26, the McGraw
line was combined with Grand Belt, and the Grand Belt car
line was rerouted and operated along the newly built McGraw
street trackage to Junction -- instead of using Fourteenth and
Warren streets.
Shortly thereafter, the eastern portion of the line was extended
to a new turn-around loop built at St. Jean street, with newly
built trackage also connecting to the DSR's new Shoemaker
Carhouse, also located on St. Jean, just to the north of the
St. Jean Loop. The route now formed a partial belt across the
city, operating from E. Warren and St. Jean on the east side,
to Junction and Fort Street on the west side.
Beginning on June 5, 1927, Grand Belt cars began providing
service to the newly built transit loading facility located at the
Ford Rouge Plant in Fordson, Michigan (which became a part
of Dearborn in 1929). During shift changes at the plant, some
Grand Belt cars would turn off Junction onto W. Vernor, and
Grand Belt route. In December 1921, the City's "short-lived"
Municipal Operation, and the DUR, entered into a joint-service
operating agreement on a number of their lines. Plans were in
the works for the Grand Belt line to also be included in a joint
operation. The city had planned to use the Grand Belt line to
offer branch service along new trackage the city was building
along Linwood and McGraw streets, from Ferry Park to Grand
River.
Meanwhile, the M.O. began service on the small McGraw line
on March 8, 1922, but the joint service operation planned for
Grand Belt never occurred, as the city took-over all DUR city
operations on May 15, 1922. Beginning June 26, the McGraw
line was combined with Grand Belt, and the Grand Belt car
line was rerouted and operated along the newly built McGraw
street trackage to Junction -- instead of using Fourteenth and
Warren streets.
Shortly thereafter, the eastern portion of the line was extended
to a new turn-around loop built at St. Jean street, with newly
built trackage also connecting to the DSR's new Shoemaker
Carhouse, also located on St. Jean, just to the north of the
St. Jean Loop. The route now formed a partial belt across the
city, operating from E. Warren and St. Jean on the east side,
to Junction and Fort Street on the west side.
Beginning on June 5, 1927, Grand Belt cars began providing
service to the newly built transit loading facility located at the
Ford Rouge Plant in Fordson, Michigan (which became a part
of Dearborn in 1929). During shift changes at the plant, some
Grand Belt cars would turn off Junction onto W. Vernor, and
follow along the Baker car route to the new Miller Road South Yard loop, located along Miller Road across from the
Ford Rouge plant. Service by the Grand Belt line to the Ford Rouge facility would continue on well into the motor
bus years, and beyond.
However, by 1932, a major route adjustment for the Grand Belt line had been implemented after the Grand Belt and
Crosstown (Warren and Forest) car lines swapped routes east of Mt. Elliott. The Crosstown line -- which previously
traveled along Forest Avenue, and then along Mt. Elliott, Kercheval and Concord, ending at East Jefferson Avenue (just
across from the entrance to the Belle Isle bridge) -- was rerouted, and would now continue along Forest, Cadillac and E.
Warren to St. Jean. The Grand Belt car line would now continue along Mt. Elliott, along the former Crosstown route
to the entrance of Belle Isle.
As a result of this route reassignment, Grand Belt now formed a "belt" shaped route around the central city, operating
along Mt. Elliott on the east, Milwaukee, Ferry Park and McGraw streets along the route's north portion, and Junction on
the west. The Crosstown line would now follow more of a "cross-the-town" route along Warren and Forest Avenues.
Ford Rouge plant. Service by the Grand Belt line to the Ford Rouge facility would continue on well into the motor
bus years, and beyond.
However, by 1932, a major route adjustment for the Grand Belt line had been implemented after the Grand Belt and
Crosstown (Warren and Forest) car lines swapped routes east of Mt. Elliott. The Crosstown line -- which previously
traveled along Forest Avenue, and then along Mt. Elliott, Kercheval and Concord, ending at East Jefferson Avenue (just
across from the entrance to the Belle Isle bridge) -- was rerouted, and would now continue along Forest, Cadillac and E.
Warren to St. Jean. The Grand Belt car line would now continue along Mt. Elliott, along the former Crosstown route
to the entrance of Belle Isle.
As a result of this route reassignment, Grand Belt now formed a "belt" shaped route around the central city, operating
along Mt. Elliott on the east, Milwaukee, Ferry Park and McGraw streets along the route's north portion, and Junction on
the west. The Crosstown line would now follow more of a "cross-the-town" route along Warren and Forest Avenues.
| (Grand Belt rail map (illustrated by Richard Andrews) and 1941 DSR streetcar route info all courtesy of the S. Sycko Collection) |
Although the Grand Belt route was considered a medium traveled line, it also carried hundreds of auto workers to their
jobs, as it also serviced the Cadillac (Clark Street) Plant on the west side, and numerous auto related manufacturing
plants on the city's east side. During the post-war years, Grand Belt headways averaged 4 minutes during peak hours
and 12 minutes during the base periods.
However, by the arrival of the early post-war years, the Grand Belt's days as a streetcar line would soon be numbered.
Effective on June 24, 1948, the Grand Belt streetcar line was converted over to buses. Although most of the route
would initially remain the same after its conversion to buses, some changes would immediately occur on the west end of
the route. Under the new bus operation, Grand Belt service along Junction Avenue was discontinued, after its coaches
were rerouted, and continued along McGraw to the route's new terminus at the Wyoming Terminal Loop, located on
Wyoming at Michigan. As a result, the extended Grand Belt service to the Ford Rouge Plant would now operate via
Wyoming, Eagle and Miller Road.
The former Grand Belt service along Junction Avenue to Fort Street was immediately reassigned to the Clairmount
streetcar line, which up until that time had turned at Junction and Michigan.
For more on the Grand Belt route's years as a Detroit bus line see...... "GRAND BELT"
jobs, as it also serviced the Cadillac (Clark Street) Plant on the west side, and numerous auto related manufacturing
plants on the city's east side. During the post-war years, Grand Belt headways averaged 4 minutes during peak hours
and 12 minutes during the base periods.
However, by the arrival of the early post-war years, the Grand Belt's days as a streetcar line would soon be numbered.
Effective on June 24, 1948, the Grand Belt streetcar line was converted over to buses. Although most of the route
would initially remain the same after its conversion to buses, some changes would immediately occur on the west end of
the route. Under the new bus operation, Grand Belt service along Junction Avenue was discontinued, after its coaches
were rerouted, and continued along McGraw to the route's new terminus at the Wyoming Terminal Loop, located on
Wyoming at Michigan. As a result, the extended Grand Belt service to the Ford Rouge Plant would now operate via
Wyoming, Eagle and Miller Road.
The former Grand Belt service along Junction Avenue to Fort Street was immediately reassigned to the Clairmount
streetcar line, which up until that time had turned at Junction and Michigan.
For more on the Grand Belt route's years as a Detroit bus line see...... "GRAND BELT"
Because Grand Belt was a new streetcar line -- built after a "Day-to-Day" permit agreement had been reached with the
city in 1911 -- operation over the route's rails could fall into the hands of the city at any time. Consequently, portions of
the Grand Belt line, including all trackage built along Milwaukee, Ferry Park and Junction, were seized and purchased by
the city in April 1921, forcing the DUR to lease those portions of the route from the city in order to continue operating
on the line. The City -- under its former Municipal Operation (MO) -- was now also able to operate its new Clairmout
line over many portions of the Grand Belt route, beginning on January 15, 1922.
city in 1911 -- operation over the route's rails could fall into the hands of the city at any time. Consequently, portions of
the Grand Belt line, including all trackage built along Milwaukee, Ferry Park and Junction, were seized and purchased by
the city in April 1921, forcing the DUR to lease those portions of the route from the city in order to continue operating
on the line. The City -- under its former Municipal Operation (MO) -- was now also able to operate its new Clairmout
line over many portions of the Grand Belt route, beginning on January 15, 1922.
| A typical "free" Grand Belt streetcar transfer issued during the DUR years. (Transfer courtesy of the S. Sycko collection) |
| Under both the DUR and DSR, Grand Belt cars operated along Junction Avenue between Warren Avenue and Fort Street. This 1948 photo shows DSR Peter Witt car #3320, southbound on Junction, just south of Michigan Avenue, while working the Grand Belt line. (Thomas C. Van Degrift photo, from CERA Bulletin #120) |
| This was a typical Grand Belt streetcar 1¢ transfer issued in 1942. (Transfer courtesy of the S. Sycko collection) |
Information for the above article was compiled from numerous soources including the 1980 publication "DETROIT'S STREET RAILWAYS Vol II: City
Lines 1922-1956" by Schramm, Henning, and Dworman (Bulletin 120 - Central Electric Railfans' Association), and from Jack E. Schramm articles
found under "Detroit's DSR, Parts 1 thru 3" published by Motor Coach Age Magazine. Information was also obtained from miscellaneous artifacts
courtesy of the Stan Sycko collection. Grand Belt route map illustration by Richard Andrews.
Lines 1922-1956" by Schramm, Henning, and Dworman (Bulletin 120 - Central Electric Railfans' Association), and from Jack E. Schramm articles
found under "Detroit's DSR, Parts 1 thru 3" published by Motor Coach Age Magazine. Information was also obtained from miscellaneous artifacts
courtesy of the Stan Sycko collection. Grand Belt route map illustration by Richard Andrews.