THE PRE–D.S.R. YEARS — Part II
| THE STREETCAR COMPANIES vs. MAYOR PINGREE (1890—1900) |
On December 31, 1900, the Detroit Citizens' Street Railway; the Detroit, Fort Wayne
and Belle Isle Railway; the Detroit Electric Railway; and the Detroit Suburban Railway
were all sold and consolidated into one company. The city's street railway system would now be
known as the Detroit United Railway (DUR), and for the first time since 1865 all of the city's
streetcar lines were now owned by one company.
Even though ten years of attempts by Hazen Pingree, both as mayor and as governor, failed
to result in Detroit owning and operating its own street railway system, the issue would continue
and Belle Isle Railway; the Detroit Electric Railway; and the Detroit Suburban Railway
were all sold and consolidated into one company. The city's street railway system would now be
known as the Detroit United Railway (DUR), and for the first time since 1865 all of the city's
streetcar lines were now owned by one company.
Even though ten years of attempts by Hazen Pingree, both as mayor and as governor, failed
to result in Detroit owning and operating its own street railway system, the issue would continue
on for decades, with nearly every candidate for mayor or alderman running for office on either a three–cent fare, or on
an out–and–out municipal ownership platform. l Although Pingree never lived to see his dream fulfilled, the well-respected
mayor had already planted the seed in the mind of Detroiters that the municipal ownership of the city's transit operation
was the best policy for its citizens. But it would take another twenty years for the Pingree dream to become a reality.
an out–and–out municipal ownership platform. l Although Pingree never lived to see his dream fulfilled, the well-respected
mayor had already planted the seed in the mind of Detroiters that the municipal ownership of the city's transit operation
was the best policy for its citizens. But it would take another twenty years for the Pingree dream to become a reality.
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Meanwhile, friction between the city and the street railway companies would continue. Since first entering office in 1890,
Mayor Pingree challenged the streetcar companies to lower their fares. The issue would come to a head in January 1894,
while the Citizens' company and the Mayor were battling over a new franchise extension. The fare being charged at that
time was five cents,l but during the morning and evening rush hour, the Workingman's Ticket (sold at eight tickets for
25 cents) was accepted. But Pingree felt that the five-cent fare being charged during the non-rush hours was too high,
and wanted the fare lowered to three cents the entire day with free universal transfers.
When company officials refused, the Mayor then changed his focus in another direction. Pingree decided to round up a
group of outside investors to build and operate a competing system that could offer a three-cent fare. l Pingree was able
to interest the Pack-Everett syndicate, a group of investors who owned street railways in Toronto, Montreal, and other
Canadian cities, to petition for a franchise in Detroit. With Mayor Pingree's intervention, a 30-year franchise proposal was
drawn-up and submitted to the Common Council where it was approved on December 4, 1894, and immediately signed
by the Mayor. The new company was incorporated as the Detroit Railway Company on December 10, 1894.
The new franchise, due to expire in 1924, granted the company rights to build new lines on Warren, Forest, Fourteenth,
Harper, Hastings, Sherman, and other streets. It also stipulated that the fare would be eight tickets for 25 cents between
5:45 a.m. and 8 p.m., six tickets for 25 cents the remainder of the day or a five-cent cash fare with free transfers all day.
To accommodate the lower fares the city was required to pave between the tracks. The franchise agreement also includ-
ed the option for the city to purchase the lines at the expiration of the franchise. On December 14, 1894, Mayor Pingree
would turn that ceremonial first shovel of dirt, and construction on the lines would proceed quickly. By July 1, 1895, the
first trial trips were being made along Warren and Forest Avenues.
On Monday, July 8, 1895, regular service began on the company's first line—Crosstown & Belle Isle—which operated
mostly on Warren, Forest and Mt. Elliott avenues, from McGraw (the western city limits) to Belle Isle on the east-side. The
ceremonial first car ran that morning with Mayor Pingree as acting motorman. During October and November a number
of these "3-cent lines" were placed into service, including Catherine and Sherman, Fourteenth and Oakland, Belt
Line-Up Fourteenth, Belt Line-Up Hastings, and a downtown Ferry Loop route servicing the ferry docks along the
river. The rights were also grated to the company to operate into Capitol Park downtown. These so-called "Pingree 3-
cent lines" were popular with Detroiters, and would continue to operate at the 3-cent fare well into 1919.
Meanwhile, by January 1896, a rather strange cooperation seemed to be developing between the Citizens Company and
the Detroit Railway, with the former allowing the later to operate its cars on a number of its tracks—-many of which were
located downtown. Rumors were rampant; as many feared this growing cooperation being the prelude to consolidation.
These rumors seemed to gain more credibility on July 29, 1896, when the Detroit Railway Co.l was sold to the Detroit
Electric Railway Company, only one year after beginning operations. What was disturbing to many was the fact that
many of the stockholders in this new company were also owners and investors in the Citizens' Company-—the company
Pingree was trying to defeat. By September, consolidation seemed more evident after the Detroit Electric Railway closed
its power house, and later a repair shop, with all power and most repairs now being provided by the Citizens' Company.
What was unknown at the time was that Tom Johnson (President of the Citizens') was secretly negotiating a deal to also
acquire the Fort Wayne Company, which the city had just granted a franchise extension through 1924, upon an agree-
ment to lower its fares. The Mayor's alternative plan to defeat the Citizens' Company was beginning to unravel.
On January 4, 1897, the controlling interests in both the Detroit Electric Railway and the Fort Wayne and Belle Isle
Railway (renamed, Detroit, Fort Wayne and Belle Ilse on April 1, 1898) were purchased by the Citizens' Company. The
management of the Citizens' now had full control over both systems, with both franchises expiring in 1924. In 1897, all
of the companies were placed under a holding company, known as the Citizens' Traction Company. Tom L. Johnson
had cleverly moved himself into the position to control all three of the street railway companies in the city of Detroit.
The chain of events that led to the eventual take-over of the Detroit Railway Co. of course infuriated Mayor Pingree, and
as a result, the Mayor began focusing, yet again, on another alternative plan—one which would authorize Detroit to own
and operate all of the city's street railways, and offer the three-cent fare city-wide.
CITY OWNERSHIP ALMOST BECOMES A REALITY:
After repeated failures to secure a franchise considered beneficial to the city, both the city administration, and the people
of Detroit, began leaning more and more toward municipal ownership of the city's streetcar system. Although Hazen S.
Pingree would become Governor of the State of Michigan in 1897, his campaign for city ownership and control of public
transit would continue. l Ironically, Pingree would gain a strange bedfellow to assist him with this task; Tom L. Johnson.
Although Johnson and Pingree had been adversaries over lower fares, they also developed a friendship. Duty bound at
that time to support his company, Johnson had now changed his political believes; and Pingree's persistence on a three-
cent fare had impressed him. He now viewed municipal ownership as a great social reform and cooperated with Governor
Pingree to arrange a plan to sell the entire street railway system to the city.
On February 20, 1899,l State Representative Malcolm J. McLeod, a former streetcar conductor and union representative
from Detroit, introduced a bill granting Detroit the right to acquire its streetcar lines. l The State Legislature passed the bill
on March 24, 1899, and was signed by Governor Pingree the next day. This new legislation, known as The McLeod Bill,
would authorize the City of Detroit to construct, acquire, maintain and operate a street railway system under the control
and authority of a three-person Street Railway Commission. Commissioners were appointed by the Common Council on
April 1, 1899, with Governor Pingree appointed as chairman.
Within three short days negotiations would begin between the Detroit Street Railway Commission and the Citizens'
Company, which had financial control over the remaining companies. Plans were being drawn–up to sell the rail lines and
underlying properties to the city. l Meanwhile, a group of prominent businessmen, including J. L. Hudson, were opposed
to the sale and challenged the constitutionality of the Commission. They cited the loss of the taxes being paid to the city
by the railway companies as one of their reasons for objection. In April 1899, they sought a court injunction to stop it.
By early June 1899,l it appeared that municipal ownership had become a done deal,l with a sale price of $16,800,000 in
bonds being agreed upon. The new city-owned system was to be known as the Detroit Municipal Railway. However,
on July 5, 1899, Governor Pingree's dream of a municipally owned and operated street railway operation in Detroit came
to a halt when the Michigan State Supreme Court declared the McLeod Law unconstitutional on six counts, one of which
centered on the legality of the Commission to be empowered with its authority.
THE CITY LINES CONSOLIDATE:
With the municipal ownership of the streetcar system now an apparent dead issue, the owners of the city's street railway
companies, along with the owners of the outlying suburban system (where lines were consolidated in 1892), announced
that all of the street railway companies in the Detroit area had been sold and all the lines were to be consolidated into one
new system.
Mayor Pingree challenged the streetcar companies to lower their fares. The issue would come to a head in January 1894,
while the Citizens' company and the Mayor were battling over a new franchise extension. The fare being charged at that
time was five cents,l but during the morning and evening rush hour, the Workingman's Ticket (sold at eight tickets for
25 cents) was accepted. But Pingree felt that the five-cent fare being charged during the non-rush hours was too high,
and wanted the fare lowered to three cents the entire day with free universal transfers.
When company officials refused, the Mayor then changed his focus in another direction. Pingree decided to round up a
group of outside investors to build and operate a competing system that could offer a three-cent fare. l Pingree was able
to interest the Pack-Everett syndicate, a group of investors who owned street railways in Toronto, Montreal, and other
Canadian cities, to petition for a franchise in Detroit. With Mayor Pingree's intervention, a 30-year franchise proposal was
drawn-up and submitted to the Common Council where it was approved on December 4, 1894, and immediately signed
by the Mayor. The new company was incorporated as the Detroit Railway Company on December 10, 1894.
The new franchise, due to expire in 1924, granted the company rights to build new lines on Warren, Forest, Fourteenth,
Harper, Hastings, Sherman, and other streets. It also stipulated that the fare would be eight tickets for 25 cents between
5:45 a.m. and 8 p.m., six tickets for 25 cents the remainder of the day or a five-cent cash fare with free transfers all day.
To accommodate the lower fares the city was required to pave between the tracks. The franchise agreement also includ-
ed the option for the city to purchase the lines at the expiration of the franchise. On December 14, 1894, Mayor Pingree
would turn that ceremonial first shovel of dirt, and construction on the lines would proceed quickly. By July 1, 1895, the
first trial trips were being made along Warren and Forest Avenues.
On Monday, July 8, 1895, regular service began on the company's first line—Crosstown & Belle Isle—which operated
mostly on Warren, Forest and Mt. Elliott avenues, from McGraw (the western city limits) to Belle Isle on the east-side. The
ceremonial first car ran that morning with Mayor Pingree as acting motorman. During October and November a number
of these "3-cent lines" were placed into service, including Catherine and Sherman, Fourteenth and Oakland, Belt
Line-Up Fourteenth, Belt Line-Up Hastings, and a downtown Ferry Loop route servicing the ferry docks along the
river. The rights were also grated to the company to operate into Capitol Park downtown. These so-called "Pingree 3-
cent lines" were popular with Detroiters, and would continue to operate at the 3-cent fare well into 1919.
Meanwhile, by January 1896, a rather strange cooperation seemed to be developing between the Citizens Company and
the Detroit Railway, with the former allowing the later to operate its cars on a number of its tracks—-many of which were
located downtown. Rumors were rampant; as many feared this growing cooperation being the prelude to consolidation.
These rumors seemed to gain more credibility on July 29, 1896, when the Detroit Railway Co.l was sold to the Detroit
Electric Railway Company, only one year after beginning operations. What was disturbing to many was the fact that
many of the stockholders in this new company were also owners and investors in the Citizens' Company-—the company
Pingree was trying to defeat. By September, consolidation seemed more evident after the Detroit Electric Railway closed
its power house, and later a repair shop, with all power and most repairs now being provided by the Citizens' Company.
What was unknown at the time was that Tom Johnson (President of the Citizens') was secretly negotiating a deal to also
acquire the Fort Wayne Company, which the city had just granted a franchise extension through 1924, upon an agree-
ment to lower its fares. The Mayor's alternative plan to defeat the Citizens' Company was beginning to unravel.
On January 4, 1897, the controlling interests in both the Detroit Electric Railway and the Fort Wayne and Belle Isle
Railway (renamed, Detroit, Fort Wayne and Belle Ilse on April 1, 1898) were purchased by the Citizens' Company. The
management of the Citizens' now had full control over both systems, with both franchises expiring in 1924. In 1897, all
of the companies were placed under a holding company, known as the Citizens' Traction Company. Tom L. Johnson
had cleverly moved himself into the position to control all three of the street railway companies in the city of Detroit.
The chain of events that led to the eventual take-over of the Detroit Railway Co. of course infuriated Mayor Pingree, and
as a result, the Mayor began focusing, yet again, on another alternative plan—one which would authorize Detroit to own
and operate all of the city's street railways, and offer the three-cent fare city-wide.
CITY OWNERSHIP ALMOST BECOMES A REALITY:
After repeated failures to secure a franchise considered beneficial to the city, both the city administration, and the people
of Detroit, began leaning more and more toward municipal ownership of the city's streetcar system. Although Hazen S.
Pingree would become Governor of the State of Michigan in 1897, his campaign for city ownership and control of public
transit would continue. l Ironically, Pingree would gain a strange bedfellow to assist him with this task; Tom L. Johnson.
Although Johnson and Pingree had been adversaries over lower fares, they also developed a friendship. Duty bound at
that time to support his company, Johnson had now changed his political believes; and Pingree's persistence on a three-
cent fare had impressed him. He now viewed municipal ownership as a great social reform and cooperated with Governor
Pingree to arrange a plan to sell the entire street railway system to the city.
On February 20, 1899,l State Representative Malcolm J. McLeod, a former streetcar conductor and union representative
from Detroit, introduced a bill granting Detroit the right to acquire its streetcar lines. l The State Legislature passed the bill
on March 24, 1899, and was signed by Governor Pingree the next day. This new legislation, known as The McLeod Bill,
would authorize the City of Detroit to construct, acquire, maintain and operate a street railway system under the control
and authority of a three-person Street Railway Commission. Commissioners were appointed by the Common Council on
April 1, 1899, with Governor Pingree appointed as chairman.
Within three short days negotiations would begin between the Detroit Street Railway Commission and the Citizens'
Company, which had financial control over the remaining companies. Plans were being drawn–up to sell the rail lines and
underlying properties to the city. l Meanwhile, a group of prominent businessmen, including J. L. Hudson, were opposed
to the sale and challenged the constitutionality of the Commission. They cited the loss of the taxes being paid to the city
by the railway companies as one of their reasons for objection. In April 1899, they sought a court injunction to stop it.
By early June 1899,l it appeared that municipal ownership had become a done deal,l with a sale price of $16,800,000 in
bonds being agreed upon. The new city-owned system was to be known as the Detroit Municipal Railway. However,
on July 5, 1899, Governor Pingree's dream of a municipally owned and operated street railway operation in Detroit came
to a halt when the Michigan State Supreme Court declared the McLeod Law unconstitutional on six counts, one of which
centered on the legality of the Commission to be empowered with its authority.
THE CITY LINES CONSOLIDATE:
With the municipal ownership of the streetcar system now an apparent dead issue, the owners of the city's street railway
companies, along with the owners of the outlying suburban system (where lines were consolidated in 1892), announced
that all of the street railway companies in the Detroit area had been sold and all the lines were to be consolidated into one
new system.
Hazen Pingree was born in Denmark, Maine, in 1840. After serving
in the Union Army during the Civil War, he moved to Detroit where he
became a successful shoe manufacturer. He later established the
very successful Pingree & Smith Shoe Company in 1866.
Pingree ran as the Republican Party candidate for mayor of Detroit
in 1889, and was elected by running on a platform of exposing and
ending corruption in city paving contracts, sewer contracts, and the
school board. Upon entering office he turned to fighting the privately
owned utility monopolies, and challenged the electric and gas
monopolies through municipally-owned competitors.
in the Union Army during the Civil War, he moved to Detroit where he
became a successful shoe manufacturer. He later established the
very successful Pingree & Smith Shoe Company in 1866.
Pingree ran as the Republican Party candidate for mayor of Detroit
in 1889, and was elected by running on a platform of exposing and
ending corruption in city paving contracts, sewer contracts, and the
school board. Upon entering office he turned to fighting the privately
owned utility monopolies, and challenged the electric and gas
monopolies through municipally-owned competitors.
 | |  | |  | |  | |  |
| MAYOR HAZEN STUART PINGREE (Four-term Republican Mayor of Detroit — 1890–1897) It was under Hazen Pingree that the "Thirty-Year War" between the City and the streetcar companies began. |
Accordingl to U. S. Census figures taken in 1890, the population
ofl the City of Detroit had risen to 205,876—-increasing the city's
ranking to the nation's 14th largest city. Hazen S. Pingree, who
would later become one of the most admired mayors in Detroit's
history, was just beginning his first of four terms as mayor, while
Benjamin Harrison was beginning his term as the 23rd President
of the United States.
By 1890, much of the city's northern and eastern borders resided
just around the vicinity of the slowly evolving Grand Boulevard,
the first portion of which was dedicated in 1891.l When initial plans
began on the looping Boulevard in 1879, the intentions were for it
to encircle the outer limits of the city. But annexation by Detroit in
1885 brought the entire project within the city limits. Meanwhile,
the city's western borders had already been extended to Livernois
Avenue, McGraw, Scotten and Lothrop. l In 1891, two expansions
occurred; one to the north would extend the city to the southern
borders of the villages ofl Highland Park and Hamtramck, while
a second would extend the city further eastward along the vicinity
of Bewick Avenue. l As a result of these annexations the city's land
size had now increased to 28.35 square miles.
By the arrival of the 1890s, the city of Detroit was emerging as an
important and diverse industrial and manufacturing center. A wide
spectrum of goods, seldom remembered today as products made
in Detroit, would help play a role in placing Detroit on the industrial
map, decades before the arrival of the automobile industry. At the
ofl the City of Detroit had risen to 205,876—-increasing the city's
ranking to the nation's 14th largest city. Hazen S. Pingree, who
would later become one of the most admired mayors in Detroit's
history, was just beginning his first of four terms as mayor, while
Benjamin Harrison was beginning his term as the 23rd President
of the United States.
By 1890, much of the city's northern and eastern borders resided
just around the vicinity of the slowly evolving Grand Boulevard,
the first portion of which was dedicated in 1891.l When initial plans
began on the looping Boulevard in 1879, the intentions were for it
to encircle the outer limits of the city. But annexation by Detroit in
1885 brought the entire project within the city limits. Meanwhile,
the city's western borders had already been extended to Livernois
Avenue, McGraw, Scotten and Lothrop. l In 1891, two expansions
occurred; one to the north would extend the city to the southern
borders of the villages ofl Highland Park and Hamtramck, while
a second would extend the city further eastward along the vicinity
of Bewick Avenue. l As a result of these annexations the city's land
size had now increased to 28.35 square miles.
By the arrival of the 1890s, the city of Detroit was emerging as an
important and diverse industrial and manufacturing center. A wide
spectrum of goods, seldom remembered today as products made
in Detroit, would help play a role in placing Detroit on the industrial
map, decades before the arrival of the automobile industry. At the
|
time, a number of industries flourished within Detroit, manufacturing such consumer goods as shoes,l bicycles, paint and
varnish, beer, packaged seeds for flowers and vegetables, and pharmaceutical products. Leading bulk-product industries
included lumber, iron and steel, salt, and flour-milling. The city was also home to the major manufacturers of railroad
cars, ships, carriages and cooking stoves—with Detroit the recognized center of the stove-making industry. Surprisingly,
by the 1890s, the largest industry in the city was the tobacco products industry, which was a leading component of the
Detroit economy during the latter half of the nineteenth century.
Meanwhile,l the arrival of the 1890s would also bring about a number of significant changes to the Detroit public transit
arena. The preceding years experienced a busy period of consolidations and take-overs among the various companies,
with the largest and oldest company—Detroit City Railway—absorbing a number of the smaller operations.l As the city
entered the new decade only three city–based street railway companies were left operating;l the Detroit City Railway,
the Fort Wayne and Elmwood Railway, and the Grand River Street Railway.
The new decade would also bring about a realization among Detroiters of the numerous advantages streetcars propelled
by electric power had over horse power. l Many, including the mayor, felt it a regrettable situation that Detroit continued
to jog along with old horse-drawn rail cars, while a number of large cities,l including New York and Cleveland, had already
adopted modern electric streetcars. Although an attempt at electric powered cars had already been tried within the city,
and withdrawn, a few communities just outside of the city limits were already using electric powered streetcars,l including
the city of Port Huron; the villages of Highland Park and Grosse Pointe; and Windsor, Ontario, Canada, across the river.
Meanwhile, an emerging political figure would arrive on the scene who would impact public transit in Detroit for decades
to come. In the fall of 1889, Hazen S. Pingree was elected mayor of Detroit. Pingree, a successful shoe manufacturer
who owned the Pingree & Smith Shoe Co., ran on a platform of exposing and ending corruption in city government.
Although he would be remembered as a champion of the people,l he would prove to be a major thorn in the side for the
city's streetcar owners.
varnish, beer, packaged seeds for flowers and vegetables, and pharmaceutical products. Leading bulk-product industries
included lumber, iron and steel, salt, and flour-milling. The city was also home to the major manufacturers of railroad
cars, ships, carriages and cooking stoves—with Detroit the recognized center of the stove-making industry. Surprisingly,
by the 1890s, the largest industry in the city was the tobacco products industry, which was a leading component of the
Detroit economy during the latter half of the nineteenth century.
Meanwhile,l the arrival of the 1890s would also bring about a number of significant changes to the Detroit public transit
arena. The preceding years experienced a busy period of consolidations and take-overs among the various companies,
with the largest and oldest company—Detroit City Railway—absorbing a number of the smaller operations.l As the city
entered the new decade only three city–based street railway companies were left operating;l the Detroit City Railway,
the Fort Wayne and Elmwood Railway, and the Grand River Street Railway.
The new decade would also bring about a realization among Detroiters of the numerous advantages streetcars propelled
by electric power had over horse power. l Many, including the mayor, felt it a regrettable situation that Detroit continued
to jog along with old horse-drawn rail cars, while a number of large cities,l including New York and Cleveland, had already
adopted modern electric streetcars. Although an attempt at electric powered cars had already been tried within the city,
and withdrawn, a few communities just outside of the city limits were already using electric powered streetcars,l including
the city of Port Huron; the villages of Highland Park and Grosse Pointe; and Windsor, Ontario, Canada, across the river.
Meanwhile, an emerging political figure would arrive on the scene who would impact public transit in Detroit for decades
to come. In the fall of 1889, Hazen S. Pingree was elected mayor of Detroit. Pingree, a successful shoe manufacturer
who owned the Pingree & Smith Shoe Co., ran on a platform of exposing and ending corruption in city government.
Although he would be remembered as a champion of the people,l he would prove to be a major thorn in the side for the
city's streetcar owners.
LABOR UNREST:
On December 1, 1890, Detroit City
Railway Co. owner George Hendrie
quietly formed a new corporation to
obtain control of his City Railway Co.
This new corporation, known as the
Detroit Street Railway Company,
was formed so that the company
could extend its franchise another
30-years to justify the investment of
the huge sums of money needed to
convert over to electric power. But
no sooner after the corporation was
founded labor problems arose.
In April of 1891, local transit workers
struck the Detroit Street Railway
and the smaller independent Grand
River Railway companies, resulting
in a bloody and violent 3-day riot. A
move by the transit workers to fight
for a 10-hour work day, as opposed
On December 1, 1890, Detroit City
Railway Co. owner George Hendrie
quietly formed a new corporation to
obtain control of his City Railway Co.
This new corporation, known as the
Detroit Street Railway Company,
was formed so that the company
could extend its franchise another
30-years to justify the investment of
the huge sums of money needed to
convert over to electric power. But
no sooner after the corporation was
founded labor problems arose.
In April of 1891, local transit workers
struck the Detroit Street Railway
and the smaller independent Grand
River Railway companies, resulting
in a bloody and violent 3-day riot. A
move by the transit workers to fight
for a 10-hour work day, as opposed
to a 12-hour day, sparked the move to unionize among a number of the workers between the two companies. l Shortly
afterward, a number of veteran employees were discharged—it was assumed—for affiliating themselves with a new street
railway employee's union that was being organized in the city. This in turn touched off a strike on April 21, which erupted
into a riot after sympathizers joined in support of the striking streetcar workers. l Non-striking employees, who pulled-out
their cars, were attacked by mobs and a number of streetcars were overturned and burned. ll Finally, after Mayor Hazen
Pingree had intervened, an arbitration committee was formed to resolve the issue. On May 12, 1891, an agreement was
reached and the new union would be recognized by the city's street railway companies. After an agreement to recognize
the union; a wage increase, a 10-hour work day, and the granting of one guaranteed day off duty each fortnight (every
fourteen days) soon followed.l The following year the new union would send delegates to the founding convention of the
Amalgamated Association of Street Railway Employees of America—founded on September 15, 1892. l The new
local would return to Detroit as AASREA Local #3, today known as Amalgamated Transit Union (ATU) Local #26.
THE THIRTY-YEAR WAR BEGINS:
Meanwhile, more problems were ahead for George Hendrie and his newly founded Detroit Street Railway Co. Even
though the three remaining streetcar companies appeared eager to electrify their lines, they also sought some assurance
from the city that their use of city streets would be granted for a sufficient number of years so that they could secure an
adequate return on the heavy investment costs. Trouble began, June 23, 1891, when the company's request to seek a
new 30-year franchise—-which, unlike other cities,l included no financial benefit to the City of Detroit other than the usual
1½-per cent tax on receipts—-was approved by the Common Council. Their decision immediately infuriated the citizens,
many of whom signed petitions demanding that action be taken to overturn the new council ordinance.
On July 9, 1891—during a special meeting of the council—Mayor Pingree vetoed the council's decision, asserting that to
grant al 30–year franchise to this new corporation without allowing the City the opportunity to sell the franchise rights to
the highest bidder was unacceptable. The Mayor took the position that it was either profit to the city from the franchises
or municipal ownership. Pingree, who was quickly becoming an advanced social reformist, viewed the private ownership
of "natural" monopolies without some compensation to the people as the giving away of public property. Pingree began
to fight privately owned utility monopolies and challenged the electric and gas monopolies by forming municipally–owned
competitors. l The veto by Pingree of the 30-year franchise—which also included a cable car line up Woodward—and the
council's unanimous sustaining of that veto, marked the first of many battles that would launch the long and bitter thirty
year war between the streetcar owners and city hall.
Pingree was also of the opinion that the original 30–year franchise granted the company back in 1863—which would not
have expired until May 9, 1893—took precedence over the extended franchise granted the company in 1879. Back on
November 14, 1879, in addition to being granted the franchise rights of the Congress and Baker and Cass Avenue
companies (after both franchises were repealed by the city),l the Detroit City Railway was also granted a new 30-year
extension by the Common Council fourteen years before the expiration of the original agreement, advancing the date to
1909 instead of 1893.l Mayor Pingree considered the 1879 franchise agreement granted during the term of the previous
one to be invalid. l If the Mayor's position was correct, the City would have the opportunity in two years to renegotiate a
new franchise agreement more to Pingree's liking. One the Mayor felt would be to the benefit of the people.
After realizing it was becoming a futile effort to secure a new franchise extension under the Mayor Pingree administration,
George Hendrie—citing failing health—decided to sell his street railway company to a group of wealthy investors based
out of New York State. l On September 16, 1891, the Detroit Street Railway Company was purchased by the newly
incorporated Detroit Citizens' Street Railway Company for $3 million. Shortly thereafter, October 1, 1891, the new
company also purchased (for $1 million) the smaller independent Grand River Railway Company, which also operated
branch lines along Myrtle, Third (south of Grand River) and Crawford (Hamilton) streets. l This now left only two streetcar
companies operating within the city.l The new company, led by Thomas M. Waller of Bridgeport, Conn., announced that
the company would improve the schedules, redesign the cars, stress courtesy from its employees, and immediately take
steps to electrify its lines. Waller also emphasized that the local officers and the majority of the directors would be chosen
from among Detroit stockholders, including local business leaders—many of whom were close friends of the Mayor.l All of
which done in an attempt to win the favoritism of the citizens of Detroit.
Meanwhile, Mayor Pingree was not moved, and still held to his position that the 1879 extension of the original company's
franchise was illegal. In December of 1891, a committee of fifty prominent citizens urged the Mayor to seek legal counsel
to assist the City in taking the matter before the courts. l Even though the U. S. District Court would initially rule in favor
of the city, the Citizens' Company decided to appeal, and the issue would remain in the courts for nearly three years.
ELECTRIFICATION BEGINS:
While awaiting a hopeful favorable outcome in the courts, the Detroit Citizens Street Railway decided to move ahead
with plans to electrify 50% of its lines. Although never officially approved by the city, the company issued a notification in
April of 1892 of its plans to begin electrifying its Jefferson Avenue line. Work began in June; and on August 22, 1892,
at 7:42 a.m., the first of several trial trips were made along E. Jefferson, from Woodward to Baldwin Avenue. ll While men
stopped and waved their hats; families left their breakfast tables waving napkins and shouted praises while the cars swiftly
glided past. The following morning—-Tuesday, August 23, 1892-—electric service officially began on Jefferson Avenue
with a fleet of twelve cars being used to maintain service.
On December 15, 1892,l electric operation began on the Woodward Avenue line, soon followed by the Mack Avenue
line beginning December 17, 1892. After the conversion of the three lines were completed, any further electrification by
the Citizens' Company would await the final outcome of the franchise litigation in the courts. ll However, the company did
announce on February 15, 1893, that its electric cars would begin 24-hour service on its Jefferson and Woodward lines.
afterward, a number of veteran employees were discharged—it was assumed—for affiliating themselves with a new street
railway employee's union that was being organized in the city. This in turn touched off a strike on April 21, which erupted
into a riot after sympathizers joined in support of the striking streetcar workers. l Non-striking employees, who pulled-out
their cars, were attacked by mobs and a number of streetcars were overturned and burned. ll Finally, after Mayor Hazen
Pingree had intervened, an arbitration committee was formed to resolve the issue. On May 12, 1891, an agreement was
reached and the new union would be recognized by the city's street railway companies. After an agreement to recognize
the union; a wage increase, a 10-hour work day, and the granting of one guaranteed day off duty each fortnight (every
fourteen days) soon followed.l The following year the new union would send delegates to the founding convention of the
Amalgamated Association of Street Railway Employees of America—founded on September 15, 1892. l The new
local would return to Detroit as AASREA Local #3, today known as Amalgamated Transit Union (ATU) Local #26.
THE THIRTY-YEAR WAR BEGINS:
Meanwhile, more problems were ahead for George Hendrie and his newly founded Detroit Street Railway Co. Even
though the three remaining streetcar companies appeared eager to electrify their lines, they also sought some assurance
from the city that their use of city streets would be granted for a sufficient number of years so that they could secure an
adequate return on the heavy investment costs. Trouble began, June 23, 1891, when the company's request to seek a
new 30-year franchise—-which, unlike other cities,l included no financial benefit to the City of Detroit other than the usual
1½-per cent tax on receipts—-was approved by the Common Council. Their decision immediately infuriated the citizens,
many of whom signed petitions demanding that action be taken to overturn the new council ordinance.
On July 9, 1891—during a special meeting of the council—Mayor Pingree vetoed the council's decision, asserting that to
grant al 30–year franchise to this new corporation without allowing the City the opportunity to sell the franchise rights to
the highest bidder was unacceptable. The Mayor took the position that it was either profit to the city from the franchises
or municipal ownership. Pingree, who was quickly becoming an advanced social reformist, viewed the private ownership
of "natural" monopolies without some compensation to the people as the giving away of public property. Pingree began
to fight privately owned utility monopolies and challenged the electric and gas monopolies by forming municipally–owned
competitors. l The veto by Pingree of the 30-year franchise—which also included a cable car line up Woodward—and the
council's unanimous sustaining of that veto, marked the first of many battles that would launch the long and bitter thirty
year war between the streetcar owners and city hall.
Pingree was also of the opinion that the original 30–year franchise granted the company back in 1863—which would not
have expired until May 9, 1893—took precedence over the extended franchise granted the company in 1879. Back on
November 14, 1879, in addition to being granted the franchise rights of the Congress and Baker and Cass Avenue
companies (after both franchises were repealed by the city),l the Detroit City Railway was also granted a new 30-year
extension by the Common Council fourteen years before the expiration of the original agreement, advancing the date to
1909 instead of 1893.l Mayor Pingree considered the 1879 franchise agreement granted during the term of the previous
one to be invalid. l If the Mayor's position was correct, the City would have the opportunity in two years to renegotiate a
new franchise agreement more to Pingree's liking. One the Mayor felt would be to the benefit of the people.
After realizing it was becoming a futile effort to secure a new franchise extension under the Mayor Pingree administration,
George Hendrie—citing failing health—decided to sell his street railway company to a group of wealthy investors based
out of New York State. l On September 16, 1891, the Detroit Street Railway Company was purchased by the newly
incorporated Detroit Citizens' Street Railway Company for $3 million. Shortly thereafter, October 1, 1891, the new
company also purchased (for $1 million) the smaller independent Grand River Railway Company, which also operated
branch lines along Myrtle, Third (south of Grand River) and Crawford (Hamilton) streets. l This now left only two streetcar
companies operating within the city.l The new company, led by Thomas M. Waller of Bridgeport, Conn., announced that
the company would improve the schedules, redesign the cars, stress courtesy from its employees, and immediately take
steps to electrify its lines. Waller also emphasized that the local officers and the majority of the directors would be chosen
from among Detroit stockholders, including local business leaders—many of whom were close friends of the Mayor.l All of
which done in an attempt to win the favoritism of the citizens of Detroit.
Meanwhile, Mayor Pingree was not moved, and still held to his position that the 1879 extension of the original company's
franchise was illegal. In December of 1891, a committee of fifty prominent citizens urged the Mayor to seek legal counsel
to assist the City in taking the matter before the courts. l Even though the U. S. District Court would initially rule in favor
of the city, the Citizens' Company decided to appeal, and the issue would remain in the courts for nearly three years.
ELECTRIFICATION BEGINS:
While awaiting a hopeful favorable outcome in the courts, the Detroit Citizens Street Railway decided to move ahead
with plans to electrify 50% of its lines. Although never officially approved by the city, the company issued a notification in
April of 1892 of its plans to begin electrifying its Jefferson Avenue line. Work began in June; and on August 22, 1892,
at 7:42 a.m., the first of several trial trips were made along E. Jefferson, from Woodward to Baldwin Avenue. ll While men
stopped and waved their hats; families left their breakfast tables waving napkins and shouted praises while the cars swiftly
glided past. The following morning—-Tuesday, August 23, 1892-—electric service officially began on Jefferson Avenue
with a fleet of twelve cars being used to maintain service.
On December 15, 1892,l electric operation began on the Woodward Avenue line, soon followed by the Mack Avenue
line beginning December 17, 1892. After the conversion of the three lines were completed, any further electrification by
the Citizens' Company would await the final outcome of the franchise litigation in the courts. ll However, the company did
announce on February 15, 1893, that its electric cars would begin 24-hour service on its Jefferson and Woodward lines.
THE WAR WITH CITY HALL CONTINUES:
While the franchise extension dispute continued on in the courts, several attempts were made by both sides to settle the
city's streetcar problems out-of-court. In July 1893, a special council committee, led by Alderman James Vernor (of
Vernor's Ginger Ale fame, and an advocate for private ownership of the transportation system), attempted to work out a
tentative franchise with the company due to expire in 1921. However, this tentative plan would only lead to more offers
and counter-offers that would continue back and forth for nearly a year, but no agreement between the Mayor and the
Citizens' company could be reached. l In June of 1894, a group of over 300 prominent Detroiters, led by J. L. Hudson,
petitioned the Mayor, demanding that a settlement be reached. Finally, on June 28, 1894, the common council adopted
a new franchise ordnance, but because it did not adhere to the lower fare structure insisted on by the Mayor, he vetoed
the ordinance. The company's attempt to extend its franchise had been defeated.
After being unable to secure a 30-year franchise, the stockholders in the company decided to sell their interests, and on
September 1, 1894, ownership of the Detroit Citizens' Street Railway passed into the hands of R. T. Wilson & Co.,
wealthy Wall Street bankers from New York City. Partnered along-side Wilson was Thomas L. Johnson, a former U. S.
Representative from Cleveland, who later became a principal owner and President of the company. Tom Johnson had
gained his wealth and fame through his patented fare-box invention and his Johnson Farebox Co. He also invested in
streetcar companies in Indianapolis and Cleveland. The company also hired Jere C. Hutchins, a man experienced in civil
and railroad engineering, who was appointed Vice-President.
Finally, in October 1894, the U. S. Court of Appeals rendered its decision. The court reversed the lower circuit court and
ruled against the city. In summary, the court agreed that the city had a right to grant use of its streets to a corporation
for an alloted time of its choosing, but it was the City that agreed to extend that franchise; so the 1879 franchise stands.
Determined that more appeals be made related to the matter, the Mayor attempted a hearing before the State Supreme
Court. On January 22, 1895, the court refused to hear the case and Pingree had lost the battle. But in all actuality, there
were no real winners here. Even though the city failed in its attempt to render the franchise null and void, the company,
with only fifteen years remaining in the 1879 agreement, was unsuccessful in acquiring further extensions. No doubt, the
issue would have to be addressed again in 1909.
With the court case now resolved, Vice–President Jere Hutchins promptly began work to electrify the remainder of the
lines, with the last line—Chene Street—converted from horsecar to electric operation, November 9, 1895. With longer
routes now possible, several lines were combined to form long crosstown routes, including the merging of the Jefferson
line with Grand River, and Michigan with the Gratiot line. A number of lines were rerouted, some were even renamed,
and the Woodward line was extended to Palmer Park, which at that time was located in Greenfield Township.
The city's first electric cars were of the single–truck type with hand brakes. They were heated with coal stoves and were
twice as fast as the horsecars. l Even though they would often frighten horses and livestock, the citizens loved them and
climbed aboard the new electric trolleys in droves. The only viable competition at that time was the bicycle.
While the franchise extension dispute continued on in the courts, several attempts were made by both sides to settle the
city's streetcar problems out-of-court. In July 1893, a special council committee, led by Alderman James Vernor (of
Vernor's Ginger Ale fame, and an advocate for private ownership of the transportation system), attempted to work out a
tentative franchise with the company due to expire in 1921. However, this tentative plan would only lead to more offers
and counter-offers that would continue back and forth for nearly a year, but no agreement between the Mayor and the
Citizens' company could be reached. l In June of 1894, a group of over 300 prominent Detroiters, led by J. L. Hudson,
petitioned the Mayor, demanding that a settlement be reached. Finally, on June 28, 1894, the common council adopted
a new franchise ordnance, but because it did not adhere to the lower fare structure insisted on by the Mayor, he vetoed
the ordinance. The company's attempt to extend its franchise had been defeated.
After being unable to secure a 30-year franchise, the stockholders in the company decided to sell their interests, and on
September 1, 1894, ownership of the Detroit Citizens' Street Railway passed into the hands of R. T. Wilson & Co.,
wealthy Wall Street bankers from New York City. Partnered along-side Wilson was Thomas L. Johnson, a former U. S.
Representative from Cleveland, who later became a principal owner and President of the company. Tom Johnson had
gained his wealth and fame through his patented fare-box invention and his Johnson Farebox Co. He also invested in
streetcar companies in Indianapolis and Cleveland. The company also hired Jere C. Hutchins, a man experienced in civil
and railroad engineering, who was appointed Vice-President.
Finally, in October 1894, the U. S. Court of Appeals rendered its decision. The court reversed the lower circuit court and
ruled against the city. In summary, the court agreed that the city had a right to grant use of its streets to a corporation
for an alloted time of its choosing, but it was the City that agreed to extend that franchise; so the 1879 franchise stands.
Determined that more appeals be made related to the matter, the Mayor attempted a hearing before the State Supreme
Court. On January 22, 1895, the court refused to hear the case and Pingree had lost the battle. But in all actuality, there
were no real winners here. Even though the city failed in its attempt to render the franchise null and void, the company,
with only fifteen years remaining in the 1879 agreement, was unsuccessful in acquiring further extensions. No doubt, the
issue would have to be addressed again in 1909.
With the court case now resolved, Vice–President Jere Hutchins promptly began work to electrify the remainder of the
lines, with the last line—Chene Street—converted from horsecar to electric operation, November 9, 1895. With longer
routes now possible, several lines were combined to form long crosstown routes, including the merging of the Jefferson
line with Grand River, and Michigan with the Gratiot line. A number of lines were rerouted, some were even renamed,
and the Woodward line was extended to Palmer Park, which at that time was located in Greenfield Township.
The city's first electric cars were of the single–truck type with hand brakes. They were heated with coal stoves and were
twice as fast as the horsecars. l Even though they would often frighten horses and livestock, the citizens loved them and
climbed aboard the new electric trolleys in droves. The only viable competition at that time was the bicycle.
In the mean time, Detroit's smaller, independent Fort Wayne and Elmwood Railway Co. was reorganized as the Fort
Wayne and Belle Isle Railway on July 1, 1892. l By October, electrification began on the company's lone Fort Street
line. l Full electric operation began around February 23, 1893, resulting in the Fort Wayne and Belle Isle becoming the
first streetcar company based in Detroit to operate under 100% electric operation.
Wayne and Belle Isle Railway on July 1, 1892. l By October, electrification began on the company's lone Fort Street
line. l Full electric operation began around February 23, 1893, resulting in the Fort Wayne and Belle Isle becoming the
first streetcar company based in Detroit to operate under 100% electric operation.
| By the mid-1890s, a mixture of both horsecars and electric powered streetcars operated along the city's streets. This photo (taken btwn 1893-95) looks east along Fort St at Woodward. While an electric streetcar can be seen heading west along Fort, a horse-driven streetcar heads north along Woodward. ON A SIDE NOTE: The Bagley Memorial Fountain (r. foreground)—willed to the city by Michigan's 16th governor, John J. Bagley—is seen here at its original location at Woodward and Fort St. In 1926, it was moved to Campus Martius, but since 2007 has resided in Cadillac Square. (Schramm Collection Photo) |
Detroit's last horse car made its farewell during ceremonies held on November 9, 1895, in
Campus Martius; marking the end of the "antiquated system of transit" in Detroit. Just after
3 o'clock on a rainy Saturday afternoon, a large crowd gathered as car #10 of the Chene
Street line—the last line to be equipped with electric cars—traveled down Monroe Avenue
and turned onto Woodward Avenue where it was taken to the foot of the street. A banner
was nailed to each side that read: "The last horse car." As company officials and civilians
jumped on board, the Pingree & Smith band played as the car was driven up Woodward
Avenue where it stopped in front of City Hall; surrounded by a vast array of umbrellas.
After a speech by Vice-President Hutchins of the Citizens' company, the car's two horses
were auctioned-off and the car then attached to an electric car and hauled up Woodward,
while the crowd began removing pieces for souvenirs. By the time it had reached Mayor
Pingree's residence and returned to City Hall, the windows were smashed, the platform
roofs broken down, the seats and advertisements removed, the doors pulled off, the roof
had been removed, and holes had been knocked in the sides. Although not much was left
but the car's truck, everyone present had fun and really enjoyed the celebration.
Campus Martius; marking the end of the "antiquated system of transit" in Detroit. Just after
3 o'clock on a rainy Saturday afternoon, a large crowd gathered as car #10 of the Chene
Street line—the last line to be equipped with electric cars—traveled down Monroe Avenue
and turned onto Woodward Avenue where it was taken to the foot of the street. A banner
was nailed to each side that read: "The last horse car." As company officials and civilians
jumped on board, the Pingree & Smith band played as the car was driven up Woodward
Avenue where it stopped in front of City Hall; surrounded by a vast array of umbrellas.
After a speech by Vice-President Hutchins of the Citizens' company, the car's two horses
were auctioned-off and the car then attached to an electric car and hauled up Woodward,
while the crowd began removing pieces for souvenirs. By the time it had reached Mayor
Pingree's residence and returned to City Hall, the windows were smashed, the platform
roofs broken down, the seats and advertisements removed, the doors pulled off, the roof
had been removed, and holes had been knocked in the sides. Although not much was left
but the car's truck, everyone present had fun and really enjoyed the celebration.
These final words appeared in the Sunday, Nov. 10, 1895 edition of The Sunday News–Tribune:
"The car had practically passed into history. The trucks were left, but little more could be said about the car. It was beyond repair,
but it was the last horse car which will ever be seen in Detroit, and even if its passing was marked with destruction it also
recalled the fact that Detroit is becoming a great and more magnificent city and that the day for slow travel has passed from the
City of the Straits."
"The car had practically passed into history. The trucks were left, but little more could be said about the car. It was beyond repair,
but it was the last horse car which will ever be seen in Detroit, and even if its passing was marked with destruction it also
recalled the fact that Detroit is becoming a great and more magnificent city and that the day for slow travel has passed from the
City of the Straits."
| THE LAST HORSE CAR ON DETROIT STREETS — NOVEMBER 9, 1895 |
| (Drawings: The Sunday News–Tribune, Nov. 1895) |
| Car #325, built by the Brownell Car Co. of St. Louis, MO and delivered to the Detroit Citizens' Street Railway in 1893, was typical of the early-style electric cars used on the city's streetcar lines. These single-truck cars were 30' 8"long, with open front and rear platforms, and seated 23-pass. (Schramm Collection Photo) |
| MAYOR HAZEN S. PINGREE — "THE IDOL OF THE PEOPLE" |
Under Pingree, Detroit formed the Public Lighting Commission to put its street lighting
under public control. In addition to cutting taxes, Pingree reached out to the unemployed
during the 1893 depression by initiating work-relief programs, and used vacant city land
for gardens (called Pingree Potato Patches) where the poor could grow vegetables. His
brand of social reform was the forerunner of the Progressive Era. His greatest struggle,
however, was with the street railway companies. Pingree served four (two-year) terms as
Mayor of Detroit—from 1890 to March 22, 1897—before becoming Governor of Michigan.
under public control. In addition to cutting taxes, Pingree reached out to the unemployed
during the 1893 depression by initiating work-relief programs, and used vacant city land
for gardens (called Pingree Potato Patches) where the poor could grow vegetables. His
brand of social reform was the forerunner of the Progressive Era. His greatest struggle,
however, was with the street railway companies. Pingree served four (two-year) terms as
Mayor of Detroit—from 1890 to March 22, 1897—before becoming Governor of Michigan.
Hazen Pingree was named one of the 10 best mayors in U.S. history by a poll of scholars in the 1999 book titled, "The American Mayor." A statue
of Pingree, located in Grand Circus Park, describes him as "The Idol of the People." Pingree died on June 18, 1901, in London, England, while
returning from an African safari with then Vice-President Theodore Roosevelt. Hazen S. Pingree is buried in Detroit's Woodlawn Cemetery.
of Pingree, located in Grand Circus Park, describes him as "The Idol of the People." Pingree died on June 18, 1901, in London, England, while
returning from an African safari with then Vice-President Theodore Roosevelt. Hazen S. Pingree is buried in Detroit's Woodlawn Cemetery.
See Part 3, as the 30-Year War with City Hall continues during the DUR Years. (Revised version coming soon!)
The above article was compiled from information acquired from Detroit's Street Railways Vol.I (1863-1922) by Schramm/Henninig (Bulletin 117 CERA); A History of
The Detroit Street Railways by Graeme O'Geran; The Sunday News-Tribune (1895); the Detroit Free Press publication: The Detroit Almanac 300 years of life in the
Motor City; and other numerous publications and online sources.
The Detroit Street Railways by Graeme O'Geran; The Sunday News-Tribune (1895); the Detroit Free Press publication: The Detroit Almanac 300 years of life in the
Motor City; and other numerous publications and online sources.
| CHENE ST. HORSECAR: THE LAST DAY |
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