Streetcars | Flashback : Dallas

September 6, 2016

Dallas Rapid Transit, Est. 1888

Ride the Cyclone to Fair Park… (click for larger image)

by Paula Bosse

The Dallas Rapid Transit Railway chugged into town in 1888, going from charter to operation in seven months. And that included laying their own track. The “dummy” steam engine (a locomotive designed to appear more like a friendly little streetcar and less like a hulking locomotive) seen above, carried passengers from the Windsor Hotel at Commerce and Austin through South Dallas (via S. Lamar and Forest Ave., now MLK Blvd.) to Fair Park. It started business just in time to ferry crowds to the State Fair. The fare was 20 cents, which seems pricey, but this might have been “surge” pricing charged only during the “Greatest Fair and Exposition in the World.” (According to the Inflation Calculator, 20¢ in 1888 would be the equivalent to more than $5 in today’s money.)

Dallas Morning News, Oct. 14, 1888

The new street railway was particularly appreciated by developers looking to sell land in southern Dallas, still considered a “suburb” in the 1880s. Residential streetcar service was essential to prospective builders and buyers, and as soon as the Rapid Transit line was up and running, its name was popping up in South Dallas real estate ads for additions with names like Chestnut Hill, Edgewood, and South Park.

DMN, March 16, 1889

In March of 1890 — after a year and a half of steady growth — the Dallas Rapid Transit Railway went electric, tossing out their old steam-powered cars (not even 18 months old!) for brand new, ultra-modern cars powered by electricity. (For a bit of perspective, parts of the country were still relying on the really old-fashioned mule-drawn streetcars.) Dallas’ first electric-powered streetcar hit the rails on March 9, 1890.

DMN, March 10, 1890

Understandably, the sight of these newfangled streetcars was quite the topic of fascinated conversation. How exactly did they work, anyway? The Dallas Morning News published an article with helpful information for the Dallasites of 1890 (and 2016!). (Click to see larger image.)

DMN, March 23, 1890

The photo below (which appears in the great book McKinney Avenue Trolleys) is a staged publicity photo with a woman at the helm, showing that the new electric streetcar was so easy to operate that “even a woman” could do it. In tow behind the sparkling new electric streetcar was the old, past-it steam car, with its engineer racing to try to catch up with the new technology. Get with it, man, it’s 1890!

Southern Traction, April 10, 1973 (via McKinney Avenue Trolleys)

Dallas Public Library photo (via McKinney Avenue Trolleys)

Initially, the track was only 4 miles long, but that had more than doubled soon after the switch to electric cars.

DMN, Oct. 1, 1890

Things seemed to be going well. The company was expanding, speeds were increasing, and … “No dust” !

DMN, Oct. 27, 1891

But … in 1894 the company went into receivership and was sold in December of that year for $35,000.

DMN, Dec. 5, 1894

It appears that the company struggled on under different owners and slightly different names through at least 1909, but instead of those twilight years being filled with reflective contemplation and bass fishing, they were spent mired in endless lawsuits.

But let’s not dwell on the sputtering end of a business — let’s look back to the beginning, when the H. K. Porter Co. of Pittsburgh, Pennsylvania was proud to show off its new light locomotive with the noiseless steam motor which was headed, full of hope and enthusiasm, for the little city that could, Dallas, Texas.

DMN, March 22, 1888

DMN, Sept. 10, 1888

The steam-powered Cyclone — seen at the top — went on an adventure through the streets of downtown in 1889 when, under a full head of steam, it jumped the tracks and kept on going down paved streets until it crashed into a curb on Main!

DMN, April 30, 1889

***

Sources & Notes

Image at the top (and bottom), “Dallas Rapid Transit, ‘Cyclone’ Locomotive No. 1,” from the George W. Cook Dallas/Texas Image Collection, DeGolyer Library, Southern Methodist University; more information here.

Read an interview with J. E. Henderson, president of the Dallas Transit Railway company, commenting on his new street railway (“The New Rapid Transit,” DMN, Oct. 14, 1884) here (yes, it IS difficult to read!).

The two photos of Dallas Rapid Transit electric streetcars are from the book McKinney Avenue Trolleys by Jim Cumbie, Judy Smith Hearst, and Phillip E. Cobb (Charleston: Arcadia Publishing, 2011). If you’re interested in this topic, this book seems pretty essential!

The history of early streetcars in Dallas can be read in the pages of the WPA Dallas Guide and History here (scroll to the bottom of the page and continue to the following page).

Photos and clippings are larger when clicked.

5 Comments

August 13, 2016

University Park’s “Couch Building” Goes Up In Flames (1929-2016)

Photo: Ashley Landis/DMN (click for huge image)

by Paula Bosse

Yesterday, fire erupted in the old University Park building at the northwest corner of Hillcrest and McFarlin. The building — which housed Goff’s Hamburgers and several other businesses — is, today, a pile of rubble. I’ve always loved this building — every time I’d drive past it I’d smile, happy that the only truly distinctive non-SMU building along that part of Hillcrest was still standing. And now it isn’t.

The building — which was built in 1929 across Hillcrest from McFarlin Auditorium — had a rocky start. SMU really, really didn’t want it to be built.

A. B. Couch (1895-1970) came to Dallas around 1914 from Waco to attend pharmacy school. In 1921, a few years after becoming a pharmacist, he opened his own drugstore, the University Pharmacy, at the southwest corner of Hillcrest and Roberts avenues (Roberts was renamed McFarlin Boulevard in 1928).

Coming soon… (1920 SMU Rotunda yearbook)

Business must have been good, because in February of 1923, Couch bought the vacant property across the street. Three years later, he applied for a permit to build a business on the property, and that’s when the Robitussin hit the fan.

It’s a bit confusing, but, basically SMU, the original owner of the property (and all that surrounded it), put their land west of the campus (west of Hillcrest) on the market, but it could be sold only with specific restrictions — there were several of these restrictions, but the two cited most frequently were that land in this University Park Addition was to be developed solely for residential purposes, and that these homes were to be occupied by white people only. Somehow, in transferring property and re-deeding and re-re-deeding — and all sorts of other real estate transactions I don’t understand — the contract for the large lot purchased by Mr. Couch was drawn up with the restrictions omitted (“an oversight”). Couch was insistent on building businesses on the land he’d purchased, and SMU was adamant that he not be allowed to. Cue the lawsuit. (An overview of this case — in the appeals court — can be read here. It’s interesting, if confusing.)

The court case dragged on and on, through injunctions and appeals, and, finally, in December of 1928, the Supreme Court of Texas ruled in favor of Couch. (Click to see a larger image.)

Fort Worth Star-Telegram, Dec. 6, 1928

In the spring of 1929, Couch released the drawing of the two-story F. J. Woerner-designed building he planned to build:

He also announced that he would build in this same block, a $125,000, 1,000-seat cinema: the Mustang Theater, which, though not yet built, had been leased for 10 years to R. J. Stinnette, who ran the Capitol Theater downtown. The building was designed by W. Scott Dunne, the architect of many of Dallas’ movie theaters (the Texas Theatre, the Arcadia, the Melba, the Dal-Sec, etc.).

It doesn’t appear that the Mustang Theater was ever built, probably because the Varsity Theater in Snider Plaza (a stone’s throw away) had been announced that very same week (the Varsity opened in the fall of 1929).

So, forget the Mustang. Couch’s building — which was called, yes, “The Couch Building” — opened in 1930 or ’31. Its official address was 3402 McFarlin, but the address of the new location of the University Pharmacy was 6401 Hillcrest. There were a couple of stores next to the pharmacy, and offices upstairs (it seemed a popular location for doctors and real estate agents). Mr. Couch lived next door, at 3404 McFarlin (in a house which was, ironically, destroyed by fire in 1932).

That simple but lovely building stood on that corner for almost 90 years. Until yesterday. Sorry about that, A. B.

a-b-couch_pharmacist_1940s Andrew Bateman Couch, pharmacist

Below a photo taken on June 13, 1947, showing the “Highland Park/SMU” streetcar sitting at the end of the line, just south of Snider Plaza, with an 18-year-old Couch Building behind and to the left of the streetcar.

Below, the same view of Hillcrest looking south, from the 1965 SMU Rotunda yearbook. (Note that an unrelated University Pharmacy — this one owned by Harold Simmons — is seen at the southwest corner of Hillcrest and McFarlin. Couch sold his drugstore business in 1943, and a new pharmacy, which passed through several hands, opened across the street in Couch’s original 1921 location.)

1965 SMU Rotunda

Google Street View, Nov. 2015

DMN photo, Aug. 13, 2016 — Ting Shen, photographer

Google Maps, Aug. 13, 2016

***

Sources & Notes

Top and bottom photos are from the Dallas Morning News; see their coverage here, here, and here. That top photo is VERY large on The News’ website — look at all the detail of the brick and decoration.

Footage of the fire and its aftermath, from WFAA, can be watched here (scroll down to see all video footage).

Photo with the streetcar is from eBay; I saw it in the Retro Dallas, Texas Facebook group, posted by Dallas historian Teresa Musgrove Gibson.

Take a look at the 1921 Sanborn map, here. This building would be built at what is the northwest corner of Roberts (later McFarlin) and Hillcrest. University Park is pretty wide open in 1921.

3 Comments

August 2, 2016

The Twin Standpipes of Lakewood Heights: 1923-1955

Abrams and Goliad, y’all… (click for larger image)

by Paula Bosse

The two large water towers pictured above loomed over the East Dallas neighborhood of Lakewood Heights for over 30 years. They sat at the southwest corner of what was then known as Greenville Road (not to be confused with Greenville Avenue) and Aqueduct Avenue — the streets are known today as Abrams Road and Goliad Avenue. The towers replaced a previous (single) water tank, which, by the early 1920s, was proving inadequate for the needs of an exploding Lakewood area.

These water tanks — called “standpipes” — were really big: each was 100 feet tall, 60 feet in diameter, and held two million gallons of water. They were erected in October, 1923 and, rather surprisingly, stood until 1955. Even though I grew up in this part of town, I never knew about these tanks until a couple of years ago when I saw a photo in a Dallas history group. It’s hard to believe those industrial behemoths were smack dab in the middle of what is now a jam-packed residential neighborhood.

Here are a few photos featuring cameo appearance by the omnipresent tanks. In the first one, from the 1930s, they can be seen at the top right, ghostlike in the distance.

Then there’s this fantastic aerial shot of what would later become the fully developed Lakewood area (and beyond). Looking east, White Rock Lake is in the distance, and the two towers — brand new when this photo was taken in 1923, and taller than anything else in the photograph — are at the left.

Let’s zoom in a bit:

And here is a really wonderful photo which was posted in the Dallas History Facebook group by Mary Doster from the collection of her husband Jim Doster, showing Abrams, looking north, in 1925. (The location of the twin tanks was actually outside the Dallas city limits in 1919 — see the boundary on a 1919 map here.) I never get tired of seeing streetcars, especially traveling down streets I drive everyday.

Collection, Jim Doster

A few articles about the tanks’ beginning in 1923.

Dallas Morning News, Feb. 27, 1923

DMN, Oct. 7, 1923

Here’s a screenshot from a silent film produced by the City of Dallas waterworks department, showing them at traffic-level, with a view to the northwest from Abrams.

The tanks were dismantled in 1955 (pertinent articles are listed below, in the “Notes” section). Their fate, post-dismantling? One of them was destined to be reassembled in Tarrant County for the Hurst-Euless-Bedford water system, and the other one was “to be kept as stand-by storage for the city” (DMN, June 7, 1955).

RIP in HEB…

***

Sources & Notes

First two photos from the book Reminiscences, A Glimpse of Old East Dallas.

Aerial photo — titled “East Dallas — 1923” — is a Fairchild Aerial Surveys photograph, from the George W. Cook Dallas/Texas Image Collection, DeGolyer Library, Central University Libraries, Southern Methodist University; more information is here. (I have adjusted the color.)

Screenshot is from a City of Dallas silent film, shot for the water department — the film is in the TAMI collection here, and the standpipes pop up at the 6:39-ish mark. Thanks to John Botefuhr for posting the link to this film on the Lakewood 1925-1985 Facebook group.

More on the tanks’ removal in 1955 can be found in these Dallas Morning News articles:

“Familiar Old Landmark To Be Removed” (DMN, March 20, 1955)
“Offers Vary on Standpipe” (DMN, April 26, 1955)
“East Dallas Landmark Coming Down” (DMN, June 7, 1955 — has photo taken from inside the tank looking up as dismantling was underway)

The present-day view seen in the top photo — looking south on Abrams — can be seen on Google Street View here.

A very interesting Sanborn Map from 1922 — before the twin tanks were built, but still showing the “Lakewood Heights Water Works” — can be found here. There’s, like, nobody living there, man.

I’d love to see other photos of these particular “standpipes” — if anyone has any, forward them to me and I’ll include them in this post. Contact info is at the top.

As always, images are magically larger when clicked.

10 Comments

May 23, 2016

The Gateway to Junius Heights

Welcome to Junius Heights!

by Paula Bosse

If you’ve driven along Abrams Road, between, say, Beacon and the Lakewood Country Club, you’ve probably passed two tall stone pillars which stand across Abrams from one another, and you’ve probably asked yourself, “What are those things?”

These things:

Google Street View here

They were built as gateway markers to the Junius Heights neighborhood in about 1909 — they’re just not in their original location anymore. They were originally on either side of Tremont Street, half a block east of Ridgeway. They’ve been moved, but they’re only a stone’s throw from their original site.

In 1973, when the city was in the midst of widening and connecting Abrams with Columbia, the 30-foot pillars were situated on a roadway which was going to be demolished. The pillars would have been destroyed were it not for the efforts of a small group of preservation-minded neighborhood residents who managed to raise enough money to have the historic East Dallas structures dismantled and moved. It took a while for the money to be fully raised, but the pillars were placed on their new sites in 1975.

The thing that is most interesting about the saving of these columns is that this took place at a time when this part of East Dallas — Swiss Avenue included — was on something of a downslide. Many of the houses were in disrepair and many residents had moved out, seeking newer homes and better (i.e. newer) neighborhoods. Thankfully, in the early 1970s people began to focus on historic preservation, and the area began to make a slow comeback. Thanks to the preservation efforts of these people, their persistence in gaining “historic district” status for Junius Heights and Munger Place, and their successful fights on zoning issues, the areas surrounding these stone pillars are once again highly desirable neighborhoods, full of homeowners who are good caretakers and thoughtful preservationists.

When researching this post, it was very difficult to determine when the pillars had been built. For some reason 1917 seemed to be a popular guess, and it was repeated in several articles I came across. But it was actually earlier. The earliest photo I’ve found (and I was pretty excited to have stumbled across it!) was one that first appeared in a November, 25, 1909 ad for a new development called “Top o’ Junius Heights.” (All photos and clippings are larger when clicked.)

Here’s the full ad:

Dallas Morning News, Nov. 25, 1909

Note how similar this entrance looks to the entrance to Fair Park from the same time:

The same photo was used in another ad a few months later. If you live in Junius Heights, perhaps you can find your house in the diagram:

DMN, May 8, 1910

The pillars were actually built as a gateway — the columns connected at the top, spanning Tremont. Lots in Junius Heights first began to be sold in 1906; in 1909, the second addition — called “Top o’ Junius Heights” — began to be offered for sale. The opening of the second addition appears to be when the gateway might have been built. Not only did this gate serve as an entrance to Junius Heights, it actually separated the two additions (see clippings below). It was also a handy landmark, and for many years it stood at the end of the Junius Heights streetcar line (which ended at Tremont and Ridgeway).

Below, part of an ad for Top o’ Junius Heights that appeared in The Dallas Morning News on Nov. 28, 1909, in which the “big stone gate entrance” is mentioned:

Part of another ad for Top o’ Junius Heights:

DMN, May 1, 1910

And part of an ad for just plain ol’ Junius Heights, mentioning that the gate can be seen as a boundary:

DMN, Sept. 4, 1910

Here’s a detail from a 1922 Sanborn map which might make the location of the gate a little easier to visualize (and, again, these streets no longer look like this): the blue line represents the streetcar line (which ran all the way to Oak Cliff — the photo at the top of this post shows the Hampton streetcar), and the red circles are about where the pillars were originally planted. (The full map is here.)

It was pretty exciting finding that photograph from 1909, but it was also pretty exciting seeing a photograph posted in the Dallas History Facebook group by Jerry Guyer which shows a dreamy-looking view of the gate as seen from the yard of the home owned by his great-uncle, A. P. Davis, who lived at 5831 Tremont between 1911/12 and 1921/22 (see what the house looked like back then, here). The house was on the northwest corner lot of Tremont and Ridgeway (it is still standing), only half a block away from the gate. This detail of that photo is fantastic!

Another very early photo of the pillars/columns/gateway can be seen in this photo. (I’m afraid it’s a little odd-looking as I took a photo of it on the wall of The Heights restaurant in Lakewood and lights are reflecting off the picture. Please check this large photo out in person. Not only are there other great historical photos on the walls, but the coffee is great.)

Here is the same photo as the one at the top. Note that this “gateway” has actual iron gates and that there are smaller secondary pillars on the opposite side of the sidewalks. Also note that the pillar on the right actually extends into the narrow street.

And here’s another view I just came across (I’ve added so much since I originally wrote this post!), from a DVD called Dallas Railway & Terminal — this from 1951 or 1952, showing the Junius streetcar coming through the “gates” (sorry for the low-res):

***

Sources & Notes

Top photo is from the Texas/Dallas History & Archives Division, Dallas Public Library (with special thanks to M C Toyer); DPL’s call number for this photograph is PA87-1/19-59-193.

Photo of the view of the gate from the home of Andrew P. Davis is from the collection of Jerry Guyer, used with permission.

More info on Junius Heights and the saving of the pillars can be found on the Preservation Dallas site, here. Here is a poster from the Dallas Public Library Poster Collection (with an incorrect date on it….).

A few Dallas Morning News articles on the fight to save the pillars:

“Residents Try Saving Pillars From the Past” by Lyke Thompson (DMN, May 30, 1973, with photo of pillar)
“Columns Come Down” (DMN, June 2, 1973, with photo)
“Cash Raised for Pillars” (DMN, June 7, 1973)
“Cornerstone Placed In East Dallas Area” by Michael Fresques (DMN, July 29, 1973, no photo, but description of pillars lying in pieces, awaiting funds to reconstruct them)
“Junius Dedicates Columns” by Doug Domeier (DMN, June 16, 1975, pillars finally relocated, with photo of preservationist Dorothy Savage standing beneath one of the pillars)

East Dallas and Old East Dallas are fiercely proud of their history and fight for preservation issues.

July, 1975

It’s a bit difficult for me to visualize where these pillars were originally. Here’s a 1952 map showing Tremont with the approximate location of the columns before they were moved.

1952 Mapsco

And here’s a present-day map, showing the post-Abrams extension. I’m not sure exactly where those pillars originally stood, but it was ~~near the intersection of Tremont and Slaughter~~ seems to have been between Ridgeway and Glasgow (location edited, thanks to Terri Raith’s helpful comments below) — this location is circled in red on the map below; the locations of the pillars today are in blue.

8 Comments

March 18, 2016

Commerce & Record Streets — 1946

Commerce St. looking east from Record (click for huge image)

by Paula Bosse

If it’s a photo of downtown in the ’40s, with people on the streets, retail storefronts, and streetcars, I’m going to love looking at it. Like this one. A lot of people might be hard-pressed to identify the location of this photograph, even if they were standing in the exact spot the photographer stood in. If you look at today’s view from the same vantage point (here), just about everything in the immediate foreground (west of the Pegasus-topped Magnolia Building) is gone — except for, most notably, the beautiful MKT Building at Commerce and Market, one of my favorite downtown buildings.

This is the intersection of Commerce and Record streets, when Record still extended from Elm to Jackson; the Old Red Courthouse was behind the photographer, to the left. Today, the Kennedy Memorial is at the left where the people are waiting for a streetcar; the George Allen Courts Building is across the street — at the right, in the block with the travel bureau; and the block containing the Willard and Davis Hat building — across Commerce from the Katy Building — is now a parking lot.

As with every photograph like this I see, I wish I could step into it and walk around the downtown Dallas of 1946. Maybe pop into Ma’s Cafe for a Dr Pepper before I hop on a streetcar and just ride around on it all day until someone kicks me off.

Below are a couple of magnified details (both are much larger when clicked).

Below is a listing of the businesses in this 600 block of Commerce, between Record Street and the MKT Building.

1945 Dallas directory

(The tall building on the right with the travel bureau on the ground floor is the Plaza Hotel at 202-204 Record Street. The Yonack Liquor Store on the corner is at 200 Record, with entrances on both Commerce and Record.)

Here’s a detail of a photo taken about the same time, showing an aerial view of Commerce Street.

Foscue Map Library/SMU

***

Top photograph was taken on May 10, 1946 by Richard H. Young; it can be viewed on the CERA (Central Electric Railfans’ Association) website, here. (If you’re interested in Dallas streetcars, this page has some GREAT photographs!)

The caption of the photo from the above website: “May 10, 1946 — New Dallas Railway & Terminal Co. double-end PCC car 620, at speed, southbound, turning into Record St. from Commerce St. (Ervay-7th Line).”

The aerial photo was taken by Lloyd M. Long in the 1940s and is titled “Downtown Dallas looking east (unlabeled); it is from the Edwin J. Foscue Map Library, Central University Libraries, Southern Methodist University. This is only a small portion of the full photograph — the full photo is here.

Since there is an exact date for this photo, here is a large Skillern’s ad from that day’s newspaper. Coincidentally, there was a Skillern drugstore on the northeast corner of Commerce and Record — it is in this photo, behind the lamppost at the bottom left. Let’s see what was on sale May 10, 1946. (I would kill for a set of those Pyrex bowls!)

And, lastly, who doesn’t love a map?

1952 Mapsco

Everything is bigger when clicked!

11 Comments

March 15, 2016

A Word From the Juvenile Court on Stealing Rides on Streetcars…

The Akard St. trolley, car #249 (click for larger image)

by Paula Bosse

…DON’T DO IT!

Dallas Morning News, July 13, 1909

***

Photo titled “Two Streetcar Employees with Dallas Streetcar No. 249,” is from the George W. Cook Dallas/Texas Image Collection, DeGolyer Library, Central University Libraries, Southern Methodist University; is can be accessed here.

Both images larger when clicked.

January 27, 2016

Collision on the Streetcar Viaduct — 1929

The new streetcar viaduct, 1946

by Paula Bosse

For many, many years there was a special trestle that spanned the Trinity River which was for the exclusive use of streetcars and Interurbans. There were also trestles and viaducts for the exclusive use of trains and automobiles. Below is a photo showing the viaductal activity in 1935, with the streetcar trestle — sometimes called the “Street Car Viaduct” or the “Trinity River Viaduct” marked in yellow and the Old Red Courthouse and Dealey Plaza (then under construction) marked in orange.

The viaduct immediately above it was the Houston Street viaduct, for automobiles.

For many, a streetcar ride across the viaduct seems to have been a little on the harrowing side. There were no guardrails to prevent a car from going over the side, and even when the original wooden trestle had been bolstered with stronger materials, it was still described by commuters as being rickety. I like this quote of a man remembering a typical ride in the 1950s:

I always enjoyed the slight tingle of fear I experienced on the trestle over the river, as one could not see the trestle itself from the car window. One had the feeling of being suspended with no support when looking out the window.

And these two memories:

The streetcar trestle ran parallel to the Houston St. Viaduct where the current newer bridge is to downtown. No railings and just depended on gravity to hold the cars on the rails. The cars would buck and sway as they crossed the river bottoms as the motormen made up time on their schedules. Seemed like they were really going fast to me at the time, but probably not in today’s terms.

The [newer streetcars] used to scare me to death rocketing across the Trinity River high in the air with no sidewalls except just over the river itself! You were able to look straight down from high above ground… those newer cars had softer springs and the faster they went, the more they rocked side to side over the less than flat tracks!

Here’s a photo when it was in its original rickety state, back in 1895 (this is a detail of a larger photo, taken on the Oak Cliff side of the river, with the trestle — and the not-yet-old Old Red Courthouse — visible in the background).

Here it is in 1914 at river-bottom level, with a happy little trolley chugging along with the Oak Cliff/Houston Street viaduct looming over and in front of it. (This is a detail of a larger photo in the George W. Cook Collection, DeGolyer Library, SMU — here).

And here’s a sturdier version of the viaduct, in 1946.

But now to the collision on the viaduct, which happened on the morning of November 23, 1929. Back then — at that iteration of the viaduct — the trestle had only a single track. While one streetcar or Interurban car crossed the bridge toward Oak Cliff, a car wanting to cross over from Oak Cliff had to wait until the westbound car had made its mile-long trip. That must have made for a lot of impatient riders. Even though the so-called “block signal” system worked well for the most part, there were the occasional accidents, including the one involving three cars on Nov. 23, 1929. Below, a front-page report of the collision(s) from The Waxahachie Daily Light (click for larger image).

Waxahachie Daily Light, Nov. 23, 1929

The Waxahachie paper even had a local angle (although it’s unclear just how this man “nearly lost all of the clothes he was wearing”).

Waxahachie Daily Light, Nov. 23, 1929

Since it happened during the morning rush hour, just about every other newspaper in Texas scooped The Dallas Morning News, which wasn’t able to run its story until the next day (and its report was surprisingly dull).

The UP wire story that ran in the Joplin, Missouri paper was far more exciting.

Joplin Globe, Nov. 24, 1929

Thankfully none of the streetcars fell off the trestle, but I’m sure that possibility was probably the daily fear/resigned expectation of generations of nervous travelers.

The most interesting thing in the DMN article is the last paragraph:

Plans in the making for the new street car crossing of the Trinity River call for a double track over the channel, eliminating the necessity of waiting on block signals.

In February 1931, that new double-track streetcar viaduct opened for business, and I’m sure there was a citywide sigh of relief.

One last little amusing tidbit about this viaduct: it was not unheard of for those having indulged in excessive amounts of alcohol to try to drive their automobiles (either on purpose or by accident) over this already-kind-of-scary trestle intended for electric-powered railway use only.

Mexia Weekly Herald, Jan. 13, 1933

Beaver Valley (Pennsylvania) Times, Dec. 8, 1952

***

Sources & Notes

Top photo titled “T. E. clouds, sky, city, from east levee close to wooden trestle 320 just passed, at rear, car 320 on Trinity River Bridge, Dallas, Tex.,” taken on Feb. 16, 1946 by Robert W. Richardson, is from the Western History/Genealogy Dept., Denver Public Library.

Photo showing the viaducts across the Trinity is titled “Central Levee District,” taken on May 20, 1935 by Lloyd M. Long, from the Edwin J. Foscue Map Library, Southern Methodist University; the labeled photo is here, the unlabeled photo is here.

Don’t know what “block signaling” is? Wikipedia to the recue.

Lastly, just because I like it, a magnified detail from the top 1946 photo, showing a streetcar at the downtown end of the viaduct.

January 6, 2016

The Forney Car

Eastbound on Commerce (click for larger image)

by Paula Bosse

I’m a sucker for streetcars. Here’s car 764 heading east on Commerce, between Prather and S. St. Paul.

Google Maps

***

Photo from eBay.

The Underwood Corporation was at 1805-7 Commerce, and Dallas Multigraphics was at 1807 1/2 Commerce — they both moved to this location sometime between 1936 and 1943. This stretch of Commerce was once jam-packed with typewriter companies.

Forney Avenue ran along the northeastern side of Fair Park, about where Haskell does today, starting at Parry — if one continued along it past the city limits, one would reach the town of Forney. In 1922 Interurban track was laid between Dallas and Terrell, with the train entering Dallas along Forney Avenue, terminating at Union Station. The Forney streetcar and the Interurban traveled over the same tracks.

Dallas Morning News, June 16, 1921

Detail of a map from 1919

For more on the Dallas-Forney-Terrell Interurban, check out the 1925 publication “Making Neighbors of the People of Dallas and Kaufman Counties and the Towns of Terrell, Forney, Mesquite and Dallas by the Opening of the Texas Interurban Railway” — the 16-page pamphlet has been scanned by the fine folks at UNT’s Portal to Texas History, and it can be accessed here.

Images larger when clicked.

October 22, 2015

Dallas Consolidated Electric Street Railway Co. Ad — 1902

by Paula Bosse

Why bother with a horse and buggy when you can take the streetcar?

streetcar_dce_worleys_1902-det1

(click me!)

streetcar_dce_worleys_1902-det2

***

D.C.E. St. Ry. Co. ad from the 1902 city directory.

Click for larger images.

1 Comment

June 30, 2015

The “Semi-Convertible” Streetcar — 1907

EXTRA long… (click for larger image of car)

by Paula Bosse

Ah, the “grooveless-post semi-convertible” streetcar with the “extra long platforms,” the cherry and maple interior, the domed ceiling, and the clusters of frosted globes. Sounds nice.

“Interior of Car for Dallas” (click for larger image)

semi-convertible-streetcar_dmn_082907 Dallas Morning News, Aug. 29, 1907

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Photos from Street Railway Journal, April 6, 1907; original article can be accessed here. Above scans from an old eBay listing.

Want to know more about the Brill Convertible and Semi-Convertible Cars? Sure you do! Hie yourself here.

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Category: Streetcars

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