| DETROIT TRANSIT HISTORY |
THE PRE-D.S.R. YEARS - Part I
| THE EARLY HISTORY OF DETROIT PUBLIC TRANSIT (1862--1895) |
| Horse-drawn railcars operated along the streets of Detroit before the days of the electric powered streetcars, as seen in this 1892 photo in front of the Old Detroit City Hall, which was located on Woodward between Michigan and Fort Street. (Schramm Collection Photo) |
By the year 1862, the U.S. Civil War had already entered into its second year. The
increasing population of Detroit during that year was around 50,000. The city limits
only covered an area roughly bounded by 25th Street along the west, and Mt. Elliott
on the east. The tracks of the Michigan Central and Grand Trunk Railroads, along
with Milwaukee, Dubois, Alexandrine, and Gratiot streets together formed the city's
northern boundaries. In total, the city's land area covered just 12.7 square miles.
Although a few cobblestone streets, corduroy (log) roads, and plank (wooden) roads
could be found scattered in and around the city, most of the roads were either dirt
or gravel. Public transportation at the time consisted of only horse-drawn cabs and
horse buses, which were primarily used to connect hotels to railroad stations and
boat docks. Numerous attempts to operate a horse-drawn omnibus service along E.
Jefferson -- and later along Woodward -- were tried during the years following 1847.
However, traveling by foot continued to be the primary means of transportation for
most citizens at the time, since only the more wealthy could afford their own horse.
By the time Michigan was granted statehood in 1837, the city of Detroit was already
becoming a manufacturing boom town, as the city's population nearly doubled every
ten years after 1840. By the 1860's, narrow streets were becoming congested with
foot traffic, and concerns were being raised for Detroit to begin finding solutions to
help move its people around town through the use of public transportation. During
that time, several large U.S. urban areas were already operating metal-wheeled cars
(or carriages) that were pulled by horses along rails set into existing roads. Many of
the city's businessmen felt it was time for a similar type of service here in Detroit.
In 1862, the Detroit Common Council passed an ordinance which established the
guidelines for obtaining a private franchise -- with the exclusive rights to build and
operate horse-car lines along the city's busiest streets. On November 24, 1862, a
thirty-year franchise was granted to a Syracuse, New York based company, and by
that following May, the Detroit City Railway Company had become incorporated.
Later that spring, construction would begin on the city's first horse-car line.
It would be on the evening of Monday, August 3, 1863, when a major event would
occur which would impact the future of Detroit forever. Crowds of Detroiters would
gather to watch three tiny horse-drawn rail cars bounce along E. Jefferson Avenue,
from Randolph to Elmwood Avenue. The era of public transportation in Detroit was
now about to begin....but would be solely powered by horses.
On the following day, Tuesday, August 4, 1863, eight of the small horse-drawn rail
cars began providing regular service along Jefferson Avenue -- beginning from the
Michigan Central Train Depot at Third Street, to Elmwood Avenue. By that October,
service would be extended to Mt. Elliott (the city's eastern limits). The fare was five
cents, or twenty-five tickets for a dollar.
Shortly afterward, the Detroit City Railway began operating service on other lines.
On August 27, service would begin operating on Woodward Avenue, from Jefferson
to Alexandrine. Gratiot Avenue service followed on September 12, from downtown
to Gratiot and Russell. On November 25, the Michigan line would begin operations
from downtown to Thompson Street (the present-day 12th Street).
By the end of 1863, the Detroit City Railway had four streetcar lines in operation,
all converging at Woodward and Jefferson. Ironically, those first four city streetcar
lines -- Jefferson, Woodward, Gratiot, and Michigan -- would become the last four
streetcars lines left operating on the city's streets by the early 1950's.
The first horse-drawn cars to operate in Detroit were sixteen feet long with no heat
-- straw had to placed on the floor during the winter to warm the passengers' feet.
The cars had platforms on both ends, and entrance into the interior of the car was
through sliding doors. The interior had perimeter bench seating, and interior
lighting was provided by oil lanterns. With the increase in streetcar traffic along the
streets of Detroit, the Common Council passed a resolution in August 1864 which
required each car to be equipped with a bell to warn pedestrians.
Soon afterward, other private companies began to offer horse-drawn rail car service,
and by 1874 there were nine streetcar lines operating within the city. In addition to
the original four Detroit City Railway Co. lines, other car company routes included
the Fort Wayne and Elmwood; Grand River; Congress and Baker; Cass and Third;
and Russell lines. Many more routes would soon follow, with each company having
exclusive franchise rights to operate along certain streets. These horse-cars, which
rolled along rails set into the road, now made "all-weather" transportation possible
along the city's mostly dirt roads. As streetcar schedules became more dependable,
the streetcar was credited as being an important instrument in the development of
Detroit during the middle-to-late 1800's.
But in October 1872, a horse disease epidemic struck Detroit, and no horse cars
were in service across the city for several days. The disadvantages of using horses
were becoming more evident. In addition to being susceptible to sicknesses, very
short life expectancies, and of course having to deal with those horse droppings left
along city streets; the horses were slow. Combined with the fact that the expanding
city boundaries now required a need for the lines to be extended outward, the use
of horsepower was proving to be a hindrance. The streetcar companies soon found
their ability to lengthen their rail lines was being limited by horses. Consequently,
other alternatives to power the cars were desperately being sought.
Experimentation would soon begin in the use of electricity and steam to power the
streetcars. In late 1872, experimental tests were tried on a steam engine car along
Jefferson Avenue. But these tests proved to be unsuccessful and not that much of
an improvement over horsepower. However, a few smaller steam powered lines were
built outside the city limits, and operated for a number of years.
Later, on September 1, 1886, electric streetcars began operating temporarily along
Dix Avenue (now known as W. Vernor), from 24th to Livernois (the new western city
limits). The company, known as the Detroit Electric Railway Company, operated
its cars by using an electrical system which was developed by a Detroit immigrant
named Charles J. Van Depoele. Unfortunately, the Van Depoele system, which also
utilized double overhead wires, produced objectionable noises and arching from its
overhead connection. Because of public complaints about the noise, and a few other
concerns, the Common Council ordered the electric cars withdrawn in 1889. As a
result, the city's first electric line was then converted to a horse-car line.
Meanwhile, other types of electric cars were being developed, and the advantages of
electric power soon prevailed. On Monday, August 22, 1892, at 7:42am, the Detroit
Citizens Street Railway (a successor to the Detroit City Railway) began electric
streetcar service along Jefferson Avenue. Electrification on Woodward Avenue soon
followed in December, and then Mack Avenue in 1893. During 1895, electrification
accelerated, with a number of lines being converted over to electric operation. With
longer routes now possible, several lines were combined to form crosstown routes,
including Jefferson & Grand River, and Michigan & Gratiot. By November of 1895,
electrification was completed on all of the city lines, and the last of the horse-drawn
cars ceased operations on November 9, 1895.
Detroit's first electric cars were small single truck type with hand brakes, and were
heated by coal stoves. They were twice as fast as the horse-drawn cars, and even
though they would frighten horses and livestock, the citizens loved them! Their only
competition at that time was the bicycle. Detroiters would climb aboard these new
electric trolleys in droves, and the city's electric streetcars -- along with that clang!
clang! clang! sound of the streetcar bell, would now continue on as a part of Detroit
for the next sixty-one years.
increasing population of Detroit during that year was around 50,000. The city limits
only covered an area roughly bounded by 25th Street along the west, and Mt. Elliott
on the east. The tracks of the Michigan Central and Grand Trunk Railroads, along
with Milwaukee, Dubois, Alexandrine, and Gratiot streets together formed the city's
northern boundaries. In total, the city's land area covered just 12.7 square miles.
Although a few cobblestone streets, corduroy (log) roads, and plank (wooden) roads
could be found scattered in and around the city, most of the roads were either dirt
or gravel. Public transportation at the time consisted of only horse-drawn cabs and
horse buses, which were primarily used to connect hotels to railroad stations and
boat docks. Numerous attempts to operate a horse-drawn omnibus service along E.
Jefferson -- and later along Woodward -- were tried during the years following 1847.
However, traveling by foot continued to be the primary means of transportation for
most citizens at the time, since only the more wealthy could afford their own horse.
By the time Michigan was granted statehood in 1837, the city of Detroit was already
becoming a manufacturing boom town, as the city's population nearly doubled every
ten years after 1840. By the 1860's, narrow streets were becoming congested with
foot traffic, and concerns were being raised for Detroit to begin finding solutions to
help move its people around town through the use of public transportation. During
that time, several large U.S. urban areas were already operating metal-wheeled cars
(or carriages) that were pulled by horses along rails set into existing roads. Many of
the city's businessmen felt it was time for a similar type of service here in Detroit.
In 1862, the Detroit Common Council passed an ordinance which established the
guidelines for obtaining a private franchise -- with the exclusive rights to build and
operate horse-car lines along the city's busiest streets. On November 24, 1862, a
thirty-year franchise was granted to a Syracuse, New York based company, and by
that following May, the Detroit City Railway Company had become incorporated.
Later that spring, construction would begin on the city's first horse-car line.
It would be on the evening of Monday, August 3, 1863, when a major event would
occur which would impact the future of Detroit forever. Crowds of Detroiters would
gather to watch three tiny horse-drawn rail cars bounce along E. Jefferson Avenue,
from Randolph to Elmwood Avenue. The era of public transportation in Detroit was
now about to begin....but would be solely powered by horses.
On the following day, Tuesday, August 4, 1863, eight of the small horse-drawn rail
cars began providing regular service along Jefferson Avenue -- beginning from the
Michigan Central Train Depot at Third Street, to Elmwood Avenue. By that October,
service would be extended to Mt. Elliott (the city's eastern limits). The fare was five
cents, or twenty-five tickets for a dollar.
Shortly afterward, the Detroit City Railway began operating service on other lines.
On August 27, service would begin operating on Woodward Avenue, from Jefferson
to Alexandrine. Gratiot Avenue service followed on September 12, from downtown
to Gratiot and Russell. On November 25, the Michigan line would begin operations
from downtown to Thompson Street (the present-day 12th Street).
By the end of 1863, the Detroit City Railway had four streetcar lines in operation,
all converging at Woodward and Jefferson. Ironically, those first four city streetcar
lines -- Jefferson, Woodward, Gratiot, and Michigan -- would become the last four
streetcars lines left operating on the city's streets by the early 1950's.
The first horse-drawn cars to operate in Detroit were sixteen feet long with no heat
-- straw had to placed on the floor during the winter to warm the passengers' feet.
The cars had platforms on both ends, and entrance into the interior of the car was
through sliding doors. The interior had perimeter bench seating, and interior
lighting was provided by oil lanterns. With the increase in streetcar traffic along the
streets of Detroit, the Common Council passed a resolution in August 1864 which
required each car to be equipped with a bell to warn pedestrians.
Soon afterward, other private companies began to offer horse-drawn rail car service,
and by 1874 there were nine streetcar lines operating within the city. In addition to
the original four Detroit City Railway Co. lines, other car company routes included
the Fort Wayne and Elmwood; Grand River; Congress and Baker; Cass and Third;
and Russell lines. Many more routes would soon follow, with each company having
exclusive franchise rights to operate along certain streets. These horse-cars, which
rolled along rails set into the road, now made "all-weather" transportation possible
along the city's mostly dirt roads. As streetcar schedules became more dependable,
the streetcar was credited as being an important instrument in the development of
Detroit during the middle-to-late 1800's.
But in October 1872, a horse disease epidemic struck Detroit, and no horse cars
were in service across the city for several days. The disadvantages of using horses
were becoming more evident. In addition to being susceptible to sicknesses, very
short life expectancies, and of course having to deal with those horse droppings left
along city streets; the horses were slow. Combined with the fact that the expanding
city boundaries now required a need for the lines to be extended outward, the use
of horsepower was proving to be a hindrance. The streetcar companies soon found
their ability to lengthen their rail lines was being limited by horses. Consequently,
other alternatives to power the cars were desperately being sought.
Experimentation would soon begin in the use of electricity and steam to power the
streetcars. In late 1872, experimental tests were tried on a steam engine car along
Jefferson Avenue. But these tests proved to be unsuccessful and not that much of
an improvement over horsepower. However, a few smaller steam powered lines were
built outside the city limits, and operated for a number of years.
Later, on September 1, 1886, electric streetcars began operating temporarily along
Dix Avenue (now known as W. Vernor), from 24th to Livernois (the new western city
limits). The company, known as the Detroit Electric Railway Company, operated
its cars by using an electrical system which was developed by a Detroit immigrant
named Charles J. Van Depoele. Unfortunately, the Van Depoele system, which also
utilized double overhead wires, produced objectionable noises and arching from its
overhead connection. Because of public complaints about the noise, and a few other
concerns, the Common Council ordered the electric cars withdrawn in 1889. As a
result, the city's first electric line was then converted to a horse-car line.
Meanwhile, other types of electric cars were being developed, and the advantages of
electric power soon prevailed. On Monday, August 22, 1892, at 7:42am, the Detroit
Citizens Street Railway (a successor to the Detroit City Railway) began electric
streetcar service along Jefferson Avenue. Electrification on Woodward Avenue soon
followed in December, and then Mack Avenue in 1893. During 1895, electrification
accelerated, with a number of lines being converted over to electric operation. With
longer routes now possible, several lines were combined to form crosstown routes,
including Jefferson & Grand River, and Michigan & Gratiot. By November of 1895,
electrification was completed on all of the city lines, and the last of the horse-drawn
cars ceased operations on November 9, 1895.
Detroit's first electric cars were small single truck type with hand brakes, and were
heated by coal stoves. They were twice as fast as the horse-drawn cars, and even
though they would frighten horses and livestock, the citizens loved them! Their only
competition at that time was the bicycle. Detroiters would climb aboard these new
electric trolleys in droves, and the city's electric streetcars -- along with that clang!
clang! clang! sound of the streetcar bell, would now continue on as a part of Detroit
for the next sixty-one years.
The last streetcar line in Detroit to be converted to electric power was the Chene line. In the
early years, the name of the line was painted along the sides of the car to identify the route.
(Schramm Collection Photo)
early years, the name of the line was painted along the sides of the car to identify the route.
(Schramm Collection Photo)
For Comments and/or Suggestions, Please contact Site Owner at: admin@detroittransithistory.info
| The web-site which takes a look back at the history of public transportation in and around the City of Detroit. |
| DETROIT TRANSIT HISTORY |
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| Prior to 1892, all streetcars in Detroit were powered by horses, such as Car 81, seen in this 1885 era photo working on the Congress and Baker line. (DSR Files photo) |