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No. 700
No.'s  700-729
1910 (700-719) 1911 (720-729)
American Car Co., St. Louis
Two, Brill 22 Special (maximum traction)
2 GE-210 (60 h.p., commutating poles)
Two, GE-K11H (auxiliary contacts)
700-19: National, emerg. (SV), 720-729: GE straight air (SF-4)
47' 10"
8' 7.5"
42,260 lbs.(700: 40,600 lbs. as modified)
2 longitudinal
36 passengers (75 with standees), 700: 47 (82 w/standees)
Standard (56 1/2")
Comments:   These cars, ordered in two lots a year apart (order 855: No's 700-719 and order 886: No's 720-729) included the last PAYE cars ordered for Portland.  The 700's were, in most respects, identical to their narrow gauge sisters in the 561-665 series, except that they were nearly 3 feet longer and a thousand pounds heavier.  The city cars sported 10 window sides, while the suburban cars had 11 windows on a side.

The first 700's were acquired for service on Richmond and Waverly-Woodstock lines, which had been converted to standard gauge in 1908.  Both were former steam dummy runs located in the Southeast corner of town that had been amongst the first converted to electric operation.  Interestingly, the Vancouver and St. Johns Lines, which were also former steam operations, never received modern PAYE cars like these.  Those North Portland lines continued to use home-built interurban-style cars.  700 class cars were also used on the Sellwood Line.

These standard gauge cars were not equipped for multiple unit operation.  As such, they were not operated in pairs like other trolleys on the RM and WW lines.  Another interesting detail is that m.u. equipped cars such as the 1000's and 1300's were actually ordered before the 700's, even though they have higher numbers. 

This series were stored inactive at the Sellwood Barn after 1936 and survived until after WW II.  A photo of No. 722 burning on the rip track at Center Street shows the fate that awaited most 700's in the late 1940's, but a handful avoided oblivion for a time.  Due to their larger size, standard gauge PAYE bodies were favored by those wanting to create inexpensive diners, offices, storage sheds and beach cabins.  Thus, No. 702 became an office for the Braley & Graham Buick and Frank Chevrolet used car lot on Lloyd Blvd. between Grand and Union on the edge of Sullivan's Gulch.  Rosa Halemba converted No. 707 into Rosa's Gift Shop, which was located on the Hillsboro Hwy. in Aloha.  No. 715 went to the Willamette Valley Electric Railway Association (WVERA) in 1954 for future museum use, but it was later scrapped for parts. No. 725 ended up as a cabin or shed. 

Retirement:  1936: 704, 712 & 714.  1937: 702, 707, 709, 715, 725, 726 & 729.  1938:  700, 701, 705, 706, 710, 718, 719, 720, 722, 724, 727 & 728.  1939: 703, 708, 716 & 723.

Technical Notes: 

Earl Richardson listed Car 700 separately in the inventory he maintained for the Portland Traction Co.  The car was described as having had bulkhead walls removed and was, thus, lighter in weight.

No.'s 708-714 were equipped with snow scrappers according to the 1922 field check.

The seating in this series was modified over the years. The 1922 field check listed seats as including two short cross type seats (perhaps in vestibules) as well as two longitudinal seats. Seating was changed to all cross type in No. 725 in 1927 and in No.'s 726 & 727 in 1928.

In 1927 car 700 received vestibule heaters from ex-OWP interurban 1046.

Nelson Safety Fenders were replaced with Portland Railway fenders on No.'s 720-23, 726 & 728 in 1929, and on all the other cars in 1930.


No. 709
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