LINES:
Alberta
Arlington Hts
Beaumont
Bridge Trans.
Broadway
Brooklyn
Burnside
Council Crest
Depot-Morrison
East Ankeny
Eastmoreland
East Side
Errol Hts
Fulton
Glisan
Hawthorne
Irvington
Irvington-Jeff.
Jefferson
Kenton
Kings Hts
Lower Albina
Mississippi Av.
Montavilla
Montgomery
Mount Tabor
Mun. Terminal
Murraymead
N-S Portland
Portland Heights
Richmond
Rose City
Russell-Shaver
Saint Johns
Vintage
Trolley,
Inc. Pages
VTI Route Map
VTI Schedule
VTI Guided Tour
More
Portland
Trolley
History Pages
Car Rosters
Chronology
Company
Chart
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This listing is a work-in-progress and will be added to as time
allows. The majority of lines described were created around the
turn-of-the-century and lasted into the 1930's. See the
historical chronology
page for information about the traction companies mentioned in bold
type.
(click on destination sign to view a map of
each line)
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The Alberta Line
was begun by the first Portland Railway Company c. 1904 as
a line serving Union Avenue and Vernon. Successor Portland
Consolidated Railway Company
officially opened the Alberta Line on July 15, 1905. A large
portion of the line utilized a right-of-way on Union Avenue that dated
back to 1888, when it was part of the Portland
&
Vancouver
Railway
Company's
steam
railroad to Vancouver, Washington (electrified in 1893). Alberta
streetcars originally ran from downtown Southwest 2nd Avenue and Alder
Street via the old Steel Bridge to Northeast 25th Avenue and Alberta
Street in the Vernon neighborhood. Extensions were made to NE
30th Avenue in June, 1908 and to NE 30th Avenue and Ainsworth Street in
March, 1909. The line was converted to bus August 1, 1948. |
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The Arlington
Heights Line was completed on October 1, 1913
by the Dorr Keasey real estate interests with operation provided by the
Portland Railway Light & Power Company.
Some maps
indicate a brief extension further up Fairview, but it does not show up
on early 1930s (Portland Traction Co.) maps. There is also some
evidence that earliest operation may have used narrow Parkside Drive
rather than Kingston Street, but it is hard to tell since operation in
the early years often involved private rights-of-way or dirt
streets. The line in final form (orange on map) was in use until
converted to gas bus in 1941. |
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The Beaumont
Line was built by the Beaumont Land Company in December 1911
and operated by the Portland Railway, Light &
Power Company. Originally a stub line from Sandy and 42nd,
through service to downtown was added in 1914. The line remained
in this form until its last years. It was converted to gas
bus in 1936 when 42nd was widened and poles removed. |
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The
crosstown Bridge
Transfer Line was begun by PRL&P on January 1, 1915
using
portions of the old East Side and Russell-Shaver lines. In June
1927, when
PEPCO discontinued a separate Brooklyn Line, that route was merged onto
the southern end of Bridge Transfer on alternate runs. Portland
Traction Company
shortened the line during McLoughlin Viaduct construction in
1934. BT was was converted to bus March 23, 1940 and a portion of
its tracks paved
over. In 1941 World War II contigencies prompted chipping the
rails back out and streetcar service was re-established! The
buses returned on December 27, 1947. |
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The first Portland Railway Company opened
the
Broadway Line in August, 1903. Cars
initially ran from NE
21st and Halsey to the SW Washington Street loop downtown via the
Burnside Bridge. In October 1909 the outer terminal was extended
to NE 24th and Broadway and in 1910 a shuttle began from NE 22nd and
Thompson to the last outer terminus at NE 29th and Mason in
Alameda. Service over the Fremont Street loop from NE 24th to NE
22nd was added in November, 1910. After September 1913
the route ran from NE Mason to downtown SW Broadway and Jefferson
across the new
Broadway
Bridge. BW was a high profile line, serving the theater and
shopping
districts, and it received the last new streetcars in town in 1932 (the
"Broadways"). It was
converted
it to gas bus in 1948. |
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The
Brooklyn Line was opened in 1901 by the City &
Suburban Railway Company. The route was from the SW Morrison
St. loop downtown via the old Morrison Bridge and Grand Avenue then out
SW Powell to SE
21st and south to Bush Street. PEPCO merged Brooklyn into the
Bridge
Transfer Line in September 1927. |
No photo has been
found of a car on the
Burnside Line. But,
it appears to have
never had an abbre-
viated name and
may have used only
a roll sign on the
roof as route desig-
nation.
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Service on
the
Burnside Line was inaugurated in 1903 by the first Portland
Railway Company. Original operation was from East Burnside
Street and Union Avenue to SE 18th Avenue and Stark Street. In
August, 1907 PRL&P extended the route to the westside, crossing the
Burnside Bridge to 16th Avenue. But, in 1911 it was reduced to
shuttling between 5th and 16th Avenues on West Burnside. The line
was dropped in Dec. 1915. |
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The second Portland
Railway
Co. opened the Council Crest
Line as an extension of the Portland Heights Line on Sept. 20,
1906, a year before the Council Crest Amusement Park was
finished. At first it functioned as a stub line from the end of
the Portland Heights Line at Southwest Vista Avenue and Patton Road,
but by
1908 some cars were running all the way from downtown to the Park,
while others turned back at Patton Rd. The name Council Crest
Line finally replaced Portland Heights Line after World War I, but
trippers continued to turn back at Patton Road. The
downtown terminus of the line was traded back and forth over the years
between Union Depot and a 5th and Yamhill terminus. In the 1930's
the CC line began to use a loop on S.W. Washington and Morrison
streets. In August, 1949 shuttle buses replaced trolleys on the upper
loop to Council Crest Park and trolleys once again terminated at
Southwest Vista Avenue and Patton Road. Council Crest was one of
the last three city streetcar
lines to go when it
was converted to gas bus on February 26, 1950. |
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PRL&P
created the Depot-Morrison
Line in 1907
by adding a Union Depot terminus to the old City & Suburban "M"
Line
(1892).
Track
segments
included parts of horsecar (Trans.
St. Ry. 1883) and cablecar (Portland Cable Ry. 1890) lines. It was one of several
lines that gave access to Northwest Portland'sWillamette Heights over the
years. The former Multnomah St. Ry. Washington Street line, which began as a horsecar
route, ran to
Willamette Heights via NW 23rd Avenue
until its northern terminus was changed in 1908. The
Transcontinental Street Railway's S line also served the Heights via
14th & Savier streets. In
1905 the 16th Street, W - 23rd Avenue, S - North and South Portland and
M - Morrison lines were
rerouted to serve the Lewis
& Clark Exposition in Willamette
Heights. Afterwards, the Depot & Morrison run carried an "M" dash sign when inbound to downtown and a "W" sign outbound to Willamette
Heights. On October 14, 1923 the Depot & Morrison
line was discontinued and a new
downtown
loop added to its old route through Northwest Portland to create a "new" run known simply as the
Willamette Heights Line. |
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The East Ankeny
Line was built by the City & Suburban Railway
in
1892. The Portland & Fairview Ry.'s
line to Mount Tabor Villa was built at the same time, and used the East
Ankeny route to gain access to downtown. Soon alternate cars were
running to Mount Tabor Villa and East Ankeny. By May of 1913 EA had
been
combined with the Montavilla Line (the new name was a contraction of
Mount Tabor Villa) and discontinued as a separate Line. |
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The
original East
Side Line was a
horsecar route along Grand Ave. opened by Willamette Bridge Ry
in 1888. An 1890 carbarn fire hastened conversion to electric
operation
and by 1892 C&S had extended the line westward to connect with
Albina
cars. In 1909 PRL&P merged this route into the Russell-Shaver
Line. In 1914 a different East Side Line began running from the new
Broadway
Bridge, but a year later the East Side name vanished for good with a
merger
into the Bridge Transfer Line. |
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The Ladd
Estate Company began building the standard gauge Eastmoreland
Line
in 1910 during the construction of Reed College on
pasturage of Ladd's Crystal Springs Farm. Passenger and boxcars
for this new stub line were leased from PRL&P. A passenger
car was run over the line the next year for the ceremonial laying of
the Elliot Hall cornerstone. In 1912 rail was rerouted down
Southwest 32nd to the new Eastmoreland real estate
development and the original tracks to the campus were removed.
The
line was then donated to PRL&P, which officially opened it in
March, 1912. The Eastmoreland line merged into the Errol Heights
line in 1926, three years before conversion to gas bus. In 1936 a
trolley bus service was
begun using the same name, but with a very different route (including
parts of the Richmond and Waverly-Wood lines) which merely terminated
in Eastmoreland. |
No photo has been
found of an Errol Hts
car.
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The Errol
Heights Line
was opened in 1913 by PRL&P. Like most stub lines it was
built by real estate developers and was, at first, promoted as "the
world's only free trolley line." This standard gauge line was a
branch of the Eastmoreland Line, running from the EH terminus at
Southeast 32nd out Southeast Knapp and Rex Streets to Southeast 52nd
Avenue. Cars ran from SW 13th in Sellwood via the EM Line
according to historian
Randall Mills, who claimed that Errol Heights trolleys met Sellwood
cars. The EH Line was replaced by gas bus in November,1929. |
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The Metropolitan Railway's historic
Fulton
Line was the first electric line on the West Side, opening on
New Year's Day 1890 (two months after the Albina trolley). It was
intended to run south to West Linn, but the owners began building an
interurban on the other side of the river instead. When the
Fulton run reached Riverview Cemetery in 1891
it (briefly) become the longest electric railway in the state at six
miles. Access to downtown was secured by converting the old
Portland Traction
Company horsecar line on 2nd Avenue to standard gauge electric
operation. Yet, in 1897 the City & Suburban Ry.
began changing
the whole Riverview line to narrow gauge, necessitating a transfer to
standard
gauge cars in South Portland for several years. When the
regauging was finished in 1900 the original private right-of-way to
Riverview Cemetery was abandoned. The Fulton Line was
discontinued in 1923 when it merged with North and South
Portland. However, an "F" dash sign continued to be used to
signify North and South line cars running south to the former
Fulton line terminus.
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No photo has been found
of a Glisan Street Line
dash or roll sign.
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The Glisan
Street
Line ("G" Line) began in 1883 as the first Transcontinental
St. Ry. horsecar line. City & Suburban ry. electrified
the G Line in 1892. By 1900 it had been combined with the
Montgomery St. Line to form the M-G Line. PRL&P merged part
of this route with the S (Savier) Line, (which itself would soon become
the North and
South Portland Line) and the remaining portion had been tacked
onto
the Mount Tabor Line by 1908. Thus this former horsecar line
didn't
survive long into the PRL&P era. |
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The standard gauge Hawthorne
Line started as the Mt.
Tabor Railroad, a steam dummy service built by Mt. Tabor Street
Railroad
Co. in 1888. It initially ran from Grand Ave. to 54th.
The
line was purchased by the East Side Railway in 1891 which connected it
to downtown via the old Madison St. Bridge and electrified it in
sections
during 1892-93. Extensions were made southeastward during the
next
few years. In 1907 PRL&P added the dual gauge Alder St. Loop
as
downtown terminus. Although it remained standard gauge until the end,
Hawthorne
became part of the city (as opposed to interurban) division by
1914.
Portland Traction changed HA to trolley bus in 1936, and then gas bus
about
1949. |
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The historic Irvington
Line was one of the first half dozen trolley routes in
town. It began life as Willamette Bridge Railway's Holladay
Addition
Line
in
1890.
But, within months City & Suburban
Railway had changed the name to Irvington. During the period
1910-13 PRL&P extended the line. In 1914 it was merged with
the Jefferson Line to become Irvington & Jefferson (IJ) and dual
terminuses, on Stout and Mill, replaced the old 3rd/2nd loop (the Mill
portion was discontinued in 1928). The line became just Irvington again
in 1933 when Portland Traction Company removed Jefferson St. from the
route
and replaced it with a 5th/Broadway loop. Irvington was converted to
gas
bus in 1940. |
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PRL&P created the Irvington
& Jefferson Line in 1914 when it merged the old Jefferson
Line with Irvington. Alternating West
Side terminuses, on Stout and Mill, replaced the Irvington Line's
3rd/2nd
loop. The Mill Street terminus, where passengers had changed to
cable cars prior to 1904, was not dropped until 1928. In 1933
Portland
Traction Company discontinued streetcar service on the Jefferson St.
portion of the Irvington route and the line became just IV again. |
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The Jefferson
Line began as the City Park line, built by Portland
Cable
Railway
in April, 1892. The line ran from Union Depot to the south side of City
Park near present day Canyon Road via Southwest 5th Avenue and
Southwest Jefferson Street. Prior to installation of the
Washington Park reservoir a short extension existed from Jefferson
north to Southwest Kingston Street where there were baseball grounds.
The line was converted to electric operation by the first Portland
Traction Company on May 1, 1896. PRL&P discotninued service
to Union Depot in September, 1910. But, in 1913, an extension was
made to the North Bank Depot at Northwest 11th and Glisan streets. The
Jefferson Line was
merged
onto Irvington in February, 1914 to become Irvington-Jefferson.
By this time the line no longer ran under the Vista Avenue Bridge to
City Park; there were dual western terminii at Southwest Chapman (now
18th) and Mill streets, and at Southwest Jefferson and Stout
streets. In 1933 the
Jefferson portion of IJ was discontinued. |
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There were two Kenton lines, both of which began as stubs. Swift Packing Company's
Kenton Stockyards Line
ran from the end of PRL&P's Kenton line at North Derby (now Denver)
and Kilpartrick Streets to the Union Stockyard, Stock Exchange and
Swift's packing plant on what is now North Marine Drive between 1909
and 1928. PRL&P's Kenton Line
was a stub running from the Mississippi Line at North Killingsworth and
Albina Streets to North Denver and Argyle Streets in the company town
of Kenton via North Albina Avenue and Lombard Street. It began
operation in September, 1909 and was merged into the Mississippi Line
in October, 1912, after which the Mississippi Line had alternating
terminals at North Albina and Lombard Streets and North Denver and
Argyle Streets. Kenton Traction Company leased
equipment
(mainly former C&S Ry. cars) for the KS line from PRL&P.
Their service to the stockyards was dropped at the end
of 1928. Service to Kenton via the Mississippi Line lasted until that line ceased operation in 1940.
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Like other heights lines, Kings
Heights was built by a real estate company and turned over to
PRL&P for operation. The Kings Heights
and Mt. Calvary Line opened in 1911 as a stub service from NW
23rd
Street. Much of the route was over curved trestles and steep
grades
on private rights-of-way. Most of the portion at the end of the
line,
from Valle Vista to the cemetery, had originally been part of, or at
least
surveyed for, the long defunct Barnes Park Heights and Cornell Mountain
Railway (1893). In 1927 PRL&P dropped the cemetery portion of
the line, which was taken over as a separate service by United Railways
Co. Portland Traction Co. converted Kings Heights to gas bus in
the
late 1930's. |
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The Lower Albina
Line was part of the first electric streetcar route in the
state. Willamette Bridge Railway opened the Albina Line in
Nov. 1889. Successor City & Suburban Ry. split the two halves of
the Albina loop into the Upper Albina and Lower Albina Lines and began
extending the Lower Albina portion northward. It reached Beech
St. in 1901. By 1905 Portland Consolidate Ry. had pushed the "L" Line
to a junction with
the Russell-Shaver Line at Shaver St. After PRL&P took over
in
1907 the line was extended to meet the old St. Johns Steam Motor Line
(electrified
since 1903) at Killingsworth. PRL&P also rerouted the
downtown
portion of Lower Albina to use the Burnside, rather than Steel,
Bridge.
During the PRL&P years Lower Albina evolved into what became known
as
the Mississippi Avenue Line. In 1907 it was listed as "L Mississippi
Avenue,"
and in 1912"L Mississippi and Kenton" (after the Kenton Line was added
to
it). The line finally became just Mississippi Avenue or "MA" after it
was
rerouted over the Broadway Bridge in 1916. |
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The oldest portion of the Mississippi
Avenue Line began as part of the
first trolley line; Willamette Bridge Railway's Albina Line
(Nov.
1889). By 1901 City & Suburban Ry. had split the route into the
Upper
Albina and Lower Albina Lines. PRL&P merged the Kenton Line
with
Lower Albina to form the "L" Mississippi and Kenton Line in 1912.
The
line was further lengthened after the Broadway Bridge route to downtown
was
added in 1916. The old Lower Albina identity had now faded and
the
line was known as just Mississippi Avenue from the non. About
1936
MA was extended for the last time. The northern terminus was moved
three
blocks using part of the old Kenton Traction route. The line was soon
to
be converted to trolley bus (some say in the late 1930's others say it
was
not until the 1940's). It became a gas bus line in 1958. |
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The Montavilla
Line's downtown loop utilized a portion of two Transcontinental
St.
Ry.
horsecar lines (1883). The route across the Morrison
Bridge was also originally a horsecar run, Willamette Bridge Ry.'s
pioneering East SideLine. The portion of MV to 28th opened in 1892 as
City & Suburban's East Ankeny trolley. The remaining portion
of the line, to North Mount Tabor, was built for the Portland &
Fairview Ry. During the 1890's cars alternated between East
Ankeny and
Montavilla destinations. By 1899, when C&S acquired ownership
of the both lines, the community of Mount Tabor Villa, and the line it
served, had adopted the name "Mountavilla," a contraction that had
first appeared on roll signs. An addition was added in 1911 to
the Mt. Hood Ry. station at 91st off Glisan. In 1913 East Ankeny
was discontinued as a separate line. MV was converted to gas bus
in 1948. |
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The Montgomery
St.
Line began in 1886
as a Transcontinental St. Ry. horsecar line. The northern
portion was electrified in 1891 as City & Suburban's G (Glisan St.)
Line. The southern portion was electrified within a year as the M
Line.
By 1900 a combined service was known as the M-G Line. PRL&P
merged
the Montgomery St. Line with the Mount Tabor Line around 1906 and it
ceased to exist
separately. MT first added the G Street portion in 1905, and then
traded
that for the M Street part in 1908 (when much of the G Street route
went
to the N & S Portland Line). |
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The Mount Tabor.
Line , opened by Willamette Bridge Ry. in
1888, was the area's first steam dummy line. It first ran from
East
Portland to Sunnyside, but was extended to Mt. Tabor the next
year.
In 1892 a short-lived steam line, the Portland, Mt. Tabor &
Eastern,
began running from the Mount Tabor terminus to 102nd & Stark.
C & S electrified Mt. Tabor in 1892 and extended it into
downtown.
Several changes were made to MT Line terminuses over the years,
particularly
on the West side. Service to the Lewis & Clark Exposition
grounds
in N.W. Portland was added run for a couple of years starting in 1905,
and
then the west side terminus was cut back to SW Yamhill in
downtown.
A year later the Montgomery St. Line was attached to MT. After
1909
Sunnyside was operated as a separate line with its own terminuses
(see SS Line page), and MT began running from SW 13th & Hall to SE
69th. By 1913 MT ran from SW 11th & Yamhill to SE 88th St. in
Montavilla.
Around 1933 the downtown terminus became a loop running from 13th &
Hall returning via 11th. MT trolleys were replaced by gasoline
buses
in 1948. |
No photo has been found
of a Municipal Terminal
(M-T) sign
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The Commission of Public Docks
built the Municipal
Terminal
Line to provide access to their remote new Terminal
Number 4 north of St. Johns in 1920. PRL&P, and then PEPCO,
operated a car over
this line until October 1929 when a bus took over. The 1.5 mile
stub
ran from the end of the SJ Line to the Administration Building. |
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PRL&P created the
Murraymead
Line in 1913 as a standard gauge stub to the Hawthorne
Line. Portland Traction discontinued MM in 1936, although the
approximate area served would become the 52nd Av. bus line. For
most of its life the MM Line was served by the little four wheel Safety
Birney cars. |
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The North &
South Portland Line used parts of two older franchises.
The northern portion used the Transcontinental St. Railway's S
(Savier) St. Line, which had been electrified in 1891. The
southern portion was added about 1900 when the City & Suburban
Ry. extended the S Line further into South Portland using rebuilt
former Metropolitan Ry. rights-of-way. C&S called the
resulting line "S - North & South Portland," but during the
PRL&P years the line became just "North & South
Portland". A new northern terminus was tried for 5
years, after which the line stayed essentially the same until the
Fulton
Line was merged with NS in 1923. NS was converted to trolley
coach
May 23, 1937 and became the "3rd Avenue" gas bus August 10, 1953.
Today this route is served by two different bus lines. |
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The Portland
Heights Line was begun by the Portland Cable Ry. Co. in
1890,
even
as
the
first electric streetcars appeared in town. In 1896
new owner Portland Traction Co. converted cable trackage to electric
operation, leaving cable cars only on the hill running up
to Spring St. By 1902 the trolleys (some of which had been
converted from cable cars and had both grips and trolley poles!) were
described
as serving the "5th Street Line, Union Depot and Portland
Heights," although passengers bound for the
Heights had to transfer to cable cars at the base of the trestle on
18th (Chapman) Street. The
last cable cars were not retired until 1904 when the Portland Heights
Line was re-routed to use the new Vista Avenue Bridge. An extension to
Council Crest was added in 1906, and by 1918 the name Portland Heights
gave way to Council Crest in timetables and guidebooks (see CC Line
above
for remaining history of this route). |
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The Richmond
Line is one of the oldest in town. The tracks it shared
along 5th Avenue (now Grand) and across the Morrison Bridge were laid
in 1888 as part of the Willamette Bridge Ry. Co.'s
"Portland-East Portland" horsecar line. Electrification began in
1890, following a carbarn fire, and was completed the next year by the
City & Suburban Ry. Co. The "Waverly-Woodstock Motor Line"
split
into two branches at S.E. 26th & Brooklyn, with some cars serving
the
neighborhood of Richmond and others continuing on south to Woodstock.
Early
cars on this line sported clerestory signs for "Waverly &
Richmond."
From the turn of the century these two lines were sometimes listed as
"Woodstock"
(WS) or "Richmond" (RM), while at other times they were given longer
"Waverly-Woodstock" (W-W) or Waverly-Richmond" (W-R) names. Although
originally narrow gauge lines, PRL&P regauged them to standard
gauge in 1908, after which they were served by streetcars from the
Sellwood, instead of the Ankeny, Carbarn. The Richmond Line was
discontinued September 27, 1936 (Woodstock continued as a gas bus
line). |
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Rose City
Park Line service was inaugurated by Portland Railway,
Light & Power Co. in 1907 as
an addition to the East Ankeny Line. The new right-of-way was
built
and owned by Hartman & Thompson Realtors. Original service
was
via the old Morrison Bridge, but was changed to the Burnside Bridge in
the
1910's. The line's downtown loop was via 2nd, Washington,
Burnside
and 5th until 1914, when 1st Ave. replaced 2nd. The East Side
terminus
was 67th and Sandy until 1912, when the RC car was extended to the city
limits at 82nd and Sandy. A spur line served the Portland Country
Club, which began as a horse racetrack in 1908, became an auto speedway
in 1926, and is now a city park and golf course. The Rose City
Line
became the Sandy Blvd. trolley coach line on Nov. 30, 1936. It
was
converted to gas bus June 12, 1955. |
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The
Russell-Shaver
Line began in 1903 as a Portland Ry. Co. stub line
running between Russell and
Shaver Streets in North Portland. Successor Portland
Consolidated Ry. extended their Lower Albina Line to a junction with
R-S at Shaver and Mississippi in 1905 giving R-S riders an additional
place where they could transfer to a downtown line. R-S briefly
gained a direct connection to town in 1907, when Portland Railway,
Light and Power Co. routed R-S cars over the Burnside Bridge.
But, this was dropped within a year. The next
route change came in 1909, when the the old Willamette Bridge Ry.'s
East
Side Line (Grand Avenue) was appended to the Russell-Shaver run.
That alignment was taken away too, when Grand Avenue trackage
became part of the new Bridge Transfer Line in 1915. Some directories
indicate that a northern terminus change, or perhaps a real estate stub
addition, was made around 1911
on Maryland St. However, by the PEPCO years (1920's) the R-S
route looked
much as it had at the beginning. The Russell-Shaver Line seems to have
been
abandoned in the 1930's, perhaps as part of the new franchise agreement
in
1936.
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The St. Johns Line
is an old one, having started as Willamette Bridge Ry. Co.'s
"St. Johns Steam Motor Line." The steam short line opened to the
outskirts of the town of St. Johns in the late fall of 1888. By
May 12th, 1889 the northern terminus had been extended to Burlington
St. in St. Johns, via a partial loop running from Wall
to Jersey Streets. The entire loop wasn't completed until 1911.
The line's southern terminus, at Stanton and Commercial Streets
in Albina made connection with the state's first trolley, the "Albina
Electric Line," which was also owned by WB Ry. Successor City
& Suburban Ry. converted the St. Johns Line to electric operation
in 1903 and began running St. J cars
into downtown over the old Steel Bridge (as with the Albina lines). The
"legs"
at the bottom of this line (the route through Albina) was changed from
the
stub line terminus at Commercial St., to Williams Ave., then Union Ave,
and
eventually Greeley. The line changed bridges several times as
well,
moving over to the Burnside Bridge around 1911, and then the Broadway
Bridge,
after it was completed, in 1913. Each of these bridges had its
specific
"loop" through the downtown area, with Burnside using 5th, Washington
and
2nd, and Broadway using 5th, Washington and Broadway. Portland Electric
Power
Co.(PEPCO) made the final change to the St. J. Line about 1918,
utilizing
the new Greeley Cutoff into North Portland. The line was
converted
to trolley bus April 11, 1937 and to diesel bus in 1958.
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